Electric vehicle adjustment power contribution method and apparatus

Abstract

To determine appropriate charging timing and bidding timing for each electric vehicle.SOLUTION: When batteries 11 of a plurality of electric vehicles 10 as distributed energy resources DER in a virtual power plant VPP are charged from a charger 14 or discharged via the charger to contribute adjustment power, timing and a time for completing the necessary and sufficient charging for each electric vehicle are estimated from the time series of power consumption and the time series of required charging amount, and then advantageous charging or discharging timing and bidding timing are determined for each electric vehicle from the compensation for the adjustment power provided in a transaction and the wholesale electricity rate or the predicted electricity rate price.SELECTED DRAWING: Figure 19

Description

[Technical Field]

[0001] The present invention relates to a method and device for providing control reserve for an electric vehicle, and more particularly to a method and device for providing control reserve for an electric vehicle that is suitable for use when collecting and providing control reserve from a number of electric vehicles. [Background technology]

[0002] With the recent liberalization of the electric power industry, conventional energy supply systems that rely on large-scale power plants (centralized power sources) are being reconsidered, and efforts are underway to build mechanisms that utilize energy resources on the consumer side in the power system. Although each of the distributed energy resources owned by factories and homes is small, they are being bundled (aggregated) and remotely and centrally controlled to be used to adjust the balance of power supply and demand. This mechanism is called a Virtual Power Plant (VPP) because it functions as if it were a single power plant.

[0003] In this VPP, the owner or a third party of the customer-side energy resources, power generation facilities directly connected to the power grid, and storage facilities controls the distributed energy resources (DER) (including reverse power flow, in which excess electricity from the customer-side energy resources (DSR) is returned to the power company line), thereby providing functionality equivalent to that of a single power plant.

[0004] This VPP is expected to perform functions such as load leveling, absorbing excess supply of renewable energy, and supplying electricity during times of power shortages. As shown in Figure 1, currently, the value of electricity is traded in multiple markets, mainly consisting of the wholesale electricity market, which uses market principles and determines the price through bidding for demand (retail) and supply (generation) at the Japan Electric Power Exchange (JEPX), such as the spot and baseload markets, where actual electricity generated is traded by the amount of electricity (kWh value); the capacity market, which provides the capacity (supply power) (kW value) of power generation capacity in order to provide incentives for owning power generation facilities within market principles and secure the necessary power source; and the supply and demand adjustment market, which trades by adjustment power (ΔkW value), which is the ability to adjust supply and demand in a short period of time.

[0005] Traditionally, supply and demand adjustment has been carried out using relatively large amounts of electricity, such as pumped-storage power generation and storage batteries installed in factory buildings, but in recent years, as electric vehicles have become more popular, there is also a desire for electric vehicles to contribute to the adjustment capacity.

[0006] Regarding the management of the adjustment power of electric vehicles, Patent Document 1 proposes a technology that relatively simulates the time distribution of the operational state of electric vehicles, which are distributed resources, and estimates the adjustment power that the distributed resource can supply based on the time distribution of the simulated operational state of the distributed resource. [Prior art documents] [Patent documents]

[0007] [Patent Document 1] Patent Publication No. 2021-36752 Summary of the Invention [Problem to be solved by the invention]

[0008] However, there is a mix of chargers with different charging / discharging capacities, chargers that can only be turned on and off, and multiple electric vehicles with different battery capacities, remaining battery levels (State of Charge: SOC), and charging / discharging capacities. Furthermore, because electric vehicles are used as a means of transportation, they are often connected to chargers not only at home or at work but also at other chargers with different outputs, resulting in a variety of combinations and whether or not they are connected to a charger. Furthermore, since the time required for charging and discharging is generally shorter than the time the charger and electric vehicle are connected, there is flexibility in when they are used. Furthermore, the time periods when electric vehicles are connected to chargers vary depending on their intended use. Commuter vehicles cannot be expected to provide balancing power in the morning and evening, while commercial vehicles such as taxis cannot be expected to provide balancing power during peak periods. Furthermore, because charging and discharging cannot be freely performed during balancing power contributions, infrastructure design must also take into account the intended use. Therefore, the appropriate parking lot to use depends on the intended use and the balancing power plan.

[0009] In addition, the adjustment power required for frequency regulation, etc., requires fine adjustments in increments of 1 kW, making it difficult for inexpensive on-off chargers, which are mainly used for electric vehicles, to participate.

[0010] In these cases, no technology has been proposed to calculate the appropriate adjustment capacity for each electric vehicle for the electricity market, to appropriately combine multiple electric vehicles and add up the adjustment capacity, or to determine the appropriate charging timing for each electric vehicle or the timing of bidding to actually contribute adjustment capacity.

[0011] The present invention aims to make it possible to determine the timing for contributing adjustment power by taking into consideration the appropriate charging timing, discharging timing, and bidding timing for each electric vehicle, since there is a limit to the amount of time that adjustment power can be contributed using electric vehicles and their use as a means of transportation is prioritized. [Means for solving the problem]

[0012] The present invention solves the above-mentioned problems by providing a method for contributing adjustment power to electric vehicles, characterized in that, when contributing adjustment power by charging the batteries of multiple electric vehicles (DERs) as distributed energy resources in a virtual power plant (VPP) from a charger or discharging them via the charger, the method estimates the timing and time for completing necessary and sufficient charging for each electric vehicle based on time-series power consumption and the time-series required charging amount, and then determines the charging or discharging timing and the bidding timing for each electric vehicle based on the compensation for adjustment power to be provided in market transactions, such as a capacity market, supply and demand adjustment market, or wholesale electricity market, or in transactions including bilateral transactions with new power suppliers or electricity transmission and distribution companies, and the wholesale electricity price, or a predicted electricity price.

[0013] The present invention also solves the above-mentioned problems by providing an electric vehicle adjustment power contribution device that contributes adjustment power by charging the batteries of multiple electric vehicles that serve as distributed energy resources (DERs) in a virtual power plant (VPP) from a charger or discharging them via the charger, the electric vehicle adjustment power contribution device comprising: means for estimating the timing and time for completion of necessary and sufficient charging for each electric vehicle based on time-series power consumption and time-series required charging amount; and means for using the results of the estimation to determine the timing for charging or discharging and the timing for bidding for each electric vehicle based on the compensation for adjustment power to be provided in market transactions, for example, in a capacity market, a supply and demand adjustment market, or a wholesale electricity market, or in transactions including bilateral transactions with new power suppliers or electricity transmission and distribution companies, and the wholesale electricity price or a predicted electricity price. [Effects of the Invention]

[0014] According to the present invention, when electric vehicles contribute adjustment capacity, it is possible to determine appropriate charging timing, discharging timing, and bidding timing for each electric vehicle, thereby enabling adjustment capacity to be contributed in the most advantageous manner. [Brief explanation of the drawings]

[0015] [Figure 1] Diagram showing the configuration of a virtual power plant (VPP) [Figure 2]Diagram showing the definitions of adjustment capacity, adjustment capacity contribution period, and adjustment capacity continuity time [Figure 3] 1 is a diagram showing the overall configuration of a first embodiment of the present invention; [Figure 4] FIG. 1 is a block diagram showing a specific configuration example of a control device for each electric vehicle according to a first embodiment; [Figure 5] A flowchart showing the SOC estimation process for each electric vehicle. [Figure 6] A flowchart showing the indication value response process during charging. [Figure 7] Figure 10 shows an example of calculation of balancing power during charging. [Figure 8] A flowchart showing the indicator response process during discharge. [Figure 9] Figure 10 shows an example of calculating the adjustment capacity during discharge. [Figure 10] Flowchart showing the adjustment reserve contribution process [Figure 11] A diagram showing examples of cars with different uses [Figure 12] A diagram showing an example of the difference in available adjustment capacity due to different uses. [Figure 13] Similarly, a diagram showing an example of estimating the adjustment capacity, the period during which adjustment capacity can be provided, and the duration for which adjustment capacity can be continued, taking into account the use. [Figure 14] A diagram showing an example of a model that estimates predicted values ​​from input values. [Figure 15] A diagram showing an example of whether or not to contribute synthetic control capacity [Figure 16A] FIG. 10 is a diagram showing an example of a specific example of the allowable error of the composite adjustment force. [Figure 16B] FIG. 10 is a diagram showing another example of a specific example of the allowable error of the composite adjustment force. [Figure 16C] FIG. 10 is a diagram showing yet another example of the allowable error of the composite adjustment force. [Figure 17] A diagram showing the range of battery adjustment capacity contribution [Figure 18] A diagram showing an example of the coverage area of ​​a power transmission and distribution system. [Figure 19] A diagram showing examples of charging timing and bidding timing. [Figure 20]A diagram showing an example of considering connections probabilistically. [Figure 21] FIG. 1 is a diagram showing the overall configuration of a second embodiment of the present invention. [Figure 22] FIG. 10 is a diagram showing the overall configuration of a third embodiment of the present invention. [Figure 23] FIG. 10 is a diagram showing the overall configuration of a fourth embodiment of the present invention. [Figure 24] A diagram showing an example of indicating parking positions taking into account the intended use. DETAILED DESCRIPTION OF THE INVENTION

[0016] Hereinafter, embodiments of the present invention will be described with reference to the drawings. Note that the present invention is not limited to the contents described in the following embodiments. Furthermore, the components in the embodiments described below include those that can be easily imagined by a person skilled in the art, those that are substantially the same, and those that are within the so-called equivalent range. Furthermore, the components disclosed in the embodiments described below may be appropriately combined or appropriately selected for use.

[0017] The overall configuration of the first embodiment of the present invention is shown in FIG. This embodiment includes an electric vehicle (EV) 10, its chargers 14, power lines 18 for supplying power to each charger 14, an overall wattmeter 30 for measuring the total power supplied from a TSO 60 (described later) to a factory 8 having a grid storage battery and private power generation equipment and all the chargers 14 of the EVs 10, an EV server 32 for supplying EV adjustment power when the charger 14 is charging or discharging, a resource aggregator (RA) 40 which is a business operator that directly concludes a VPP service contract with a consumer and controls resources to collect and distribute the EV adjustment power supplied from the EV server 32 and the adjustment power from a grid storage battery 34 such as a pumped storage power generation plant and a peak shaving storage battery 36 in the factory building, an aggregation coordinator (AC) 50 which is a business operator that bundles the adjustment power controlled by each RA 40 and directly trades electricity with a general electricity transmission and distribution company or a retail electricity supplier, and a transmission and distribution company (TSO) 51 (TSO), for example, an electric power company. The system is configured with a Transmission System Operator (TSO) 60, which supplies power for charging to the overall watt-hour meter 30 via a power transmission and distribution system 62.

[0018] The specific configuration of the control device for each EV according to the embodiment is shown in Fig. 4. This control device includes an EV information input means 12 for inputting EV information such as battery capacity, charging / discharging capacity, cruising range, and usage time, an EV information storage means 13 for storing the EV information input to the EV information input means 12, a charger information input means 16 for inputting charger information such as the charging / discharging capacity of a charger 14, a charger information storage means 17 for storing the charger information input to the charger information input means 16, an SOC estimation unit 20 for estimating and correcting the SOC based on the EV information input from the EV information storage means 13, an instruction value response unit 22 for selecting a charging vehicle based on the EV information input from the EV information storage means 13, the charger information input from the charger information storage means 17, and instruction values, and an adjustment power contribution unit 24 for collecting and contributing adjustment power based on the output of the instruction value response unit 22.

[0019] The EV information input means 12 can also obtain EV information from the EV 10 via communication.

[0020] The SOC estimation unit 20 includes an SOC estimation means 20A that estimates the current SOC and a predicted future SOC based on EV information such as the battery capacity, charge acceptance capacity / discharge capacity, cruising range, and usage time of the EV 10 input from the EV information input means 12 via the EV information storage means 13, and an SOC correction means 20B that corrects the SOC estimated by the SOC estimation means 20A based on actual charging information input from the charger 14 (for example, the time required to fully charge the battery).

[0021] The SOC estimation process of the SOC estimating unit 20 is specifically performed as shown in FIG.

[0022] That is, first, in step S100, the daily driving range and usage time for each vehicle are input, then in step S110, the current SOC is estimated and the predicted SOC for each future time is calculated, and then in step S120, each vehicle is charged. At this time, individual vehicles can be identified by charging tags or designated parking spaces.

[0023] Next, the process proceeds to step S130, where it is determined whether the battery has reached full charge earlier or later than planned. If the determination result is positive, the process proceeds to step S140, where the SOC correcting means 20B corrects the current SOC to full charge.

[0024] After step S140 is completed or if the determination result in step S130 is negative, the predicted SOC is updated based on the charging time in step S150, and charging is completed.

[0025] As shown in FIG. 4 , the instruction value response unit 22 receives EV information from the EV information input means 12 via EV information storage means 13, and charger information from the charger information input means 16 via charger information storage means 17. The instruction value response unit 22 includes minimum value calculation means 22A that calculates the minimum value of the charging capacity or discharge acceptance capacity of the charger 14 and the charging acceptance capacity or discharge capacity of the EV 10, and charging vehicle selection means 22B that selects a charging vehicle based on the calculation result of the minimum value calculation means 22A.

[0026] The instruction value response process of the instruction value response unit 22 during charging is specifically performed as shown in FIG.

[0027] That is, first, in step S200, minimum value calculation means 22A calculates the minimum value of the charging capacity of charger 14 and the charging acceptance capacity of EV 10 for each vehicle. This is because the regulation capacity is the capacity seen from the grid, and is therefore determined by the smallest capacity (3 kW in FIG. 7) along the route of power transmission / distribution grid 62 - charger 14 output (6 kW in FIG. 7) - EV 10 charging acceptance capacity (up to 3 kW in FIG. 7), as shown in FIG. 7. For example, in the case of another EV 10 that can accept normal charging up to 6 kW and fast charging up to 50 kW, the regulation capacity varies depending on the charger 14. For example, if the output of charger 14 is 3 kW, the regulation capacity will be 3 kW. Furthermore, in the case of an EV 10 with a charging acceptance capacity of 3 kW, as shown in FIG. 7, even if the output of charger 14 is 6 kW, the regulation capacity is limited to 3 kW. Similarly, even if a fast charger capable of outputting up to 50 kW is used, the regulation capacity is limited to 3 kW.

[0028] Next, in step S210, an instruction value is received from AC 50, in step S220 the value allocated by RA 40 is input, and in step S230 the SOC estimated by SOC estimator 20 is checked to select a vehicle that can be charged.

[0029] At this time, in step S240, the priority of each vehicle is determined, and the priority is lowered for vehicles with a low SOC, vehicles with plans to go out, and vehicles with a deteriorated battery state of health (SOH).

[0030] Next, the system proceeds to step S250, where charging is performed starting with the vehicle with the highest charge capacity and highest priority. If there is a charger that can control the charge amount other than a standard charger that can only be switched on and off, the standard charger will be temporarily stopped.

[0031] In step S260, the smaller battery is charged first to match the indicated value. This is because if the larger battery is charged first, it will be difficult to make final adjustments. It is also possible to create combination patterns in advance that match the indicated value and select them.

[0032] Next, the process proceeds to step S270, where it is determined whether or not the battery is fully charged. If the determination result is no, the process proceeds to step S280, where charging continues.

[0033] On the other hand, if the determination result in step S270 is positive, the process proceeds to step S290 to proceed to the next car.

[0034] The instruction value response process of the instruction value response section 22 during discharge is specifically performed as shown in FIG.

[0035] That is, in step S200′, minimum value calculation means 22A calculates the minimum value of the discharge acceptance capacity and discharge capacity of charger 14 and the discharge capacity of EV 10 for each vehicle. This is because the regulation capacity is the capacity seen from the grid, and is therefore determined by the smallest capacity (3 kW in FIG. 9) along the route of power transmission / distribution grid 62 - discharge acceptance capacity / discharge capacity of charger 14 (6 kW in FIG. 7) - discharge capacity of EV 10 (up to 3 kW in FIG. 7), as shown in FIG. 9. For example, in the case of another EV 10 that can accept up to 6 kW of normal charging and up to 50 kW of fast charging, the regulation capacity varies depending on the charger 14. For example, if the charger 14 discharges 3 kW, the regulation capacity is 3 kW. Furthermore, in the case of an EV 10 with a discharge capacity of 3 kW, as shown in FIG. 9, even if the charger 14 outputs 6 kW, the regulation capacity is limited to 3 kW. Similarly, even if a fast charger capable of outputting up to 50 kW is used, the regulation capacity is limited to 3 kW.

[0036] Next, in step S210', an instruction value is received from AC 50, in step S220' the value allocated by RA 40 is input, and in step S230' the SOC estimated by SOC estimator 20 is checked to select a vehicle that can be discharged.

[0037] At this time, in step S240', the priority of each vehicle is determined, and the priority is lowered for vehicles with low SOC, vehicles with plans to go out, and vehicles with deteriorated batteries with low State of Health (SOH).

[0038] Next, the process proceeds to step S250', where the vehicle with the highest discharge capacity and highest priority is discharged. At this time, if there is a charger that can control the charge amount other than a standard charger that can only switch discharge on and off, the standard charger is temporarily stopped.

[0039] In step S260', the smaller one is discharged to match the indicated value. This is because if the larger one is discharged first, it will be difficult to make final adjustments. It is also possible to create combination patterns in advance that match the indicated value and select them.

[0040] Next, the process proceeds to step S270', where it is determined whether or not the discharge has been completed. If the determination result is no, the process proceeds to step S280', where the discharge continues.

[0041] On the other hand, if the determination result in step S270' is positive, the process proceeds to step S290' to proceed to the next car.

[0042] The adjustment capacity contributing unit 24 shown in FIG. 4 is configured to include an adjustment capacity collecting means 24A and an adjustment capacity contributing means 24B.

[0043] The adjustment capacity contribution in the adjustment capacity contribution unit 24 is performed in the procedure shown in FIG.

[0044] That is, first, in step S290, the available control power of each vehicle is calculated.

[0045] Next, in step S300, vehicles that cannot be used are excluded and the target vehicles (all vehicles or one vehicle, etc.) are set. As for uses, as shown in Fig. 11, a company car 10A and a commuter vehicle 10B, or a private car 10C used for leisure on weekends and a commercial vehicle 10D used for work on weekdays and parked on weekends can be combined.

[0046] An example of the difference in the adjustable power that can be contributed depending on the application is shown in Figure 12. Figure 12 shows the examples of a commuter vehicle 10B and a taxi 10E, and the period during which adjustable power can be contributed (the time that it is connected to the power receiver) and the duration of adjustable power (the time that kW can be maintained) differ depending on the application.

[0047] An example of estimating the adjustment capacity, the period during which adjustment contributions can be made, and the duration for which adjustment capacity can be continued, taking into account the use, is shown in Figure 13. Figure 13 shows what needs to be known in order to make a prediction.

[0048] As shown in Figure 14 as an example of what time a car is likely to be connected to a charger, for example, using a learning model 90, predicted values, such as connection start / end times for each month and day of the week, are estimated from input values, such as the license plate usage classification information, the car's charging location, the stop / departure time (which is actually the charger connection time), and the charger location.

[0049] Next, in step S310 of FIG. 10, the discharge acceptance capacity and discharge capacity of charger 14 and the minimum value of the discharge capacity of EV 14 are calculated for each vehicle, similar to step S200' of the instruction value response process during discharge shown in FIG.

[0050] Next, the process proceeds to step S320, where, for example, half the minimum value of the capacity of the target vehicle (half value) is calculated.

[0051] Next, the process proceeds to step S330 to determine the combined adjustment force.

[0052] Next, proceed to step S340, where it is determined whether a predetermined percentage of the total regulation capacity, for example 10%, exceeds, for example, half the value. This is because, as shown in Figure 15, if the contribution value of the total regulation capacity does not fall within the tolerance range of its indicated value ± the predetermined percentage, the market itself cannot participate. Due to market requirements, it is usually difficult for resources that cannot be finely adjusted in 1kW increments to participate as regulation capacity. However, with this ingenuity, even a simple, inexpensive controller for electric vehicles that can only perform on / off control can contribute as regulation capacity and participate in the market. At the same time, penalties that would otherwise be imposed can be avoided.

[0053] In addition, in the case of electric vehicles, depending on the operating status, there are times when appropriate adjustment capacity cannot be contributed, so by making a decision before each bidding, reviewing the total adjustment capacity, and deciding whether to bid, it becomes possible to participate in the market with appropriate adjustment capacity in mind.If this decision is not made, penalties will be imposed, and if it is not possible to contribute multiple times, it will be considered a resource that cannot participate in the market at all, so this can also be thought of as a countermeasure against this.

[0054] If the determination result in step S340 in FIG. 10 is negative, the process proceeds to step S350, where the target vehicles are updated (decreased or increased), and the process returns to step S330.

[0055] On the other hand, if the determination result in step S340 is positive, the process proceeds to step S360, where the bidding is participated in and the adjustment is carried out.

[0056] A specific example is shown in Figure 16. As shown in Figure 16(A), if the capacities of the EVs are 3kW, 3kW, 6kW, and 6kW, the total capacity is 18kW, and 10% of that is 1.8kW. Here, the minimum value is 3kW, and half of that is 1.5kW, which is smaller than the allowable value of 1.8kW, so the entire range of command values ​​from 0 to 18kW can be accommodated.

[0057] Also, as shown in Figure 16(B), when the EV capacity is 3kW, 6kW, 6kW, and 6kW, the total adjustment capacity is 21kW, and 10% of that allowable value is 2.1kW. The minimum value is 3kW, and half of that is 1.5kW, which is smaller than the allowable value of 2.1kW, so it can also contribute in response to all instruction values ​​of 0 to 21kW.

[0058] On the other hand, as shown in Figure 16(C), if the capacity of all four EVs is 6kW, 10% of the allowable value is 2.4kW, the minimum value is 6kW, and half of that is 3kW, which is greater than the allowable value of 2.4kW, so it will not be possible to contribute to, for example, the command values ​​of 3kW, 8kW, 9kW, 15kW, or 21kW.

[0059] In this example, the capacity of each EV is contributed by turning it on and off, making control easy.

[0060] Although the control will become more complex, it will also be possible to make it possible to contribute intermediate capacity values ​​from the EV, or to add 0.6 to 5.4 kW from elsewhere when the indicated value is 3 kW and there is a 0.6 kW shortage, add 1.6 to 6.4 kW from elsewhere when the indicated value is 8 kW and there is a 1.6 kW shortage, add 0.6 to 5.4 kW from elsewhere when the indicated value is 9 kW and there is a 0.6 kW shortage, and add 0.6 to 5.4 kW from elsewhere when the indicated value is 21 kW and there is a 0.6 kW shortage.

[0061] In this way, when it is determined in step S340 that the power can be collected, the power supplier participates in bidding in step S350 to contribute adjustment power and make adjustments.

[0062] When contributing adjustment power, as shown in Figure 17, in order to prevent deterioration of the battery 11 of the EV 10 and to avoid over-discharging and over-charging, it is desirable to manage the safety area and contribute adjustment power for the electric vehicle within the range that does not violate that safety area (for example, only bidding up to 80% for charging, and up to 20% for discharging).

[0063] Furthermore, in Japan, the electricity transmission and distribution business operators that manage the power transmission and operate the grid are divided into multiple entities, and the rules of the electricity market stipulate that each area's power transmission and distribution grid 62A, 62B must contribute and connect its balancing power, as shown in Figure 18. Since balancing power cannot be provided unless EV 10 is connected to charger 14A, 14B, and because it must be provided for each power transmission and distribution grid, this data must be managed. Therefore, the location of the connected charger 14A, 14B is determined from the charger's latitude and longitude information, and balancing power is provided to the corresponding power transmission and distribution grid 62A or 62B.

[0064] Furthermore, the average and variance of remaining battery charge change depending on the vehicle's use, for example, whether it is a commuter vehicle or a taxi during peak or off-peak seasons. Therefore, taking into consideration the average and variance of remaining battery charge, it is possible to prioritize the contribution of adjustment power to vehicles with a high average and low variance of remaining battery charge, for example.

[0065] Furthermore, as shown in FIG. 19, the timing of charging and the timing of bidding can be determined by estimating the necessary and sufficient timing and time for charging from the time-series power consumption and the time-series required charging amount, and then determining the price in the supply and demand adjustment market and the electricity rate in the wholesale electricity market, or the predicted electricity rate price.

[0066] 19, the price is shown in units of days for ease of understanding, but in reality the price fluctuates in 30-minute increments. The bidding timing can be, for example, the day before the charging timing.

[0067] Below, we will calculate an example of the optimal charging timing.

[0068] The rules of the electricity market currently include the primary adjustment capacity, secondary adjustment capacity 1 and 2, and tertiary adjustment capacity 1 and 2 in the supply and demand adjustment market. For example, bidding for tertiary adjustment capacity 2 takes place between 12:00 and 14:00 the day before, and all of the day's supply is subject to bidding.

[0069] On the other hand, in the wholesale electricity market (mostly spot market transactions), bidding is usually held by 10:00 the day before (and is then open to the public). This also takes place in 30-minute blocks, covering the entire day's supply. Both are conducted every day.

[0070] Another factor to consider is charging every day, but if the charger requires a connection rather than a wireless one, it can be a hassle, so depending on how low the charge is, it may not be necessary to charge every day. If you don't use it often, you can charge it about once every two weeks.

[0071] Based on the above assumptions, we first estimate the minimum timing for charging (this is calculated using machine learning and Bayesian estimation based on past data and future business schedule data).

[0072] If charging is not required every day, there is a degree of freedom to choose when to charge. In other words, it is possible to charge tomorrow or the day after. In this case, the wholesale electricity market estimates the price for tomorrow and the day after (depending on the timing, tomorrow's price may already be known).

[0073] Next, we predict the prices of each adjustment capacity (primary, secondary, and tertiary) in the supply and demand adjustment market (for example, tertiary adjustment capacity 2 is for fixed price purchase (Feed in Tariff: FIT), so it is largely dependent on solar power).

[0074] Since the profitability for each day can be calculated from the above, it is possible to decide whether tomorrow or the day after is best for charging. Therefore, it is possible to provide the adjustment power at the highest price.

[0075] As shown in FIG. 20, it is also possible to calculate the probability of electric vehicles being present, determine the time period in which at least one electric vehicle is present, and then calculate the adjustment power for that time period in consideration of the adjustment power that each electric vehicle can contribute.

[0076] In the above embodiment, only one overall wattmeter 30 was installed for the entire factory 8 and chargers 14 for EVs 10. Therefore, depending on the state of power usage in the factory 8, the EV 10's adjustment capability may be absorbed by the adjustment capability of the factory 8, making it difficult to control the EV 10's adjustment capability. In contrast, as in the second embodiment of the present invention shown in FIG. 21 , if a power line 18 is separated from the power line 9 for the factory 8 and an EV wattmeter 70 is installed separately, it becomes possible to control the adjustment capability of the EV 10 independently of the factory 8.

[0077] Furthermore, as in the third embodiment shown in FIG. 22, by placing an EV power meter 70 as a measurement unit for each unit to be measured (in FIG. 22, an EV 10 having a similar use), it is possible to make it independent from other systems.

[0078] Furthermore, as in a fourth embodiment shown in FIG. 23, it is also possible to provide separate EV power meters 70 and 72, and a charger 14' that can be used freely.

[0079] Alternatively, you can place a wattmeter on the unit you don't want to measure and subtract it from the total.

[0080] Since charging is not possible freely while adjustment power is being contributed, it is necessary to consider which charger to use. However, taking into consideration the intended use, for example, as shown in Figure 24, the parking location where a charger 14' that allows free charging is installed on emergency vehicle 10F can be displayed on a display 80, such as a mobile phone or traffic light.

[0081] In the above embodiment, the present invention has been described using an electric vehicle as an example, but the present invention can be similarly applied not only to electric vehicles but also to all electric vehicles equipped with a rechargeable battery, such as electric bicycles and electric scooters. [Industrial Applicability]

[0082] When collecting and contributing adjustment power from a large number of electric vehicles, appropriate adjustment power can be contributed to each electric vehicle even in cases where there are chargers with different charging / discharging acceptance capacities, or where there are multiple electric vehicles with different battery capacities, remaining battery levels, and charging / discharging acceptance capacities, or where the combination with chargers changes as the electric vehicle moves. [Explanation of symbols]

[0083] 8...Factory 9, 18...Power lines 10. Electric vehicles (EVs) 10A...Company car 10B... Commuter car 10C…Private car 10D…Commercial vehicle 10E…Taxi 10F...Emergency vehicles 11...Battery 12...EV information input method 13...EV information storage means 14, 14A, 14B, 14'...Charger 16... Charger information input means 17...Charger information storage means 20...Battery remaining capacity (SOC) estimation section 20A…SOC estimation means 20B…SOC correction method 22...Indicated value response section 22A…Minimum value calculation means 22B...Means for selecting a charging vehicle 24...Adjustment Capacity Contribution Department 24A...Adjustment power collection means 24B…Adjustment reserve contribution measures 30…Overall power meter 32...EV server 34...Grid storage battery 36...Peak-cutting storage battery 40...Resource Aggregator (RA) 50...Aggregation Coordinator (AC) 60…Transmission and distribution operator (TSO) 62, 62A, 62B…Power transmission and distribution system 70, 72…EV power meter 80…Display device 90...Learning Model

Claims

1. When batteries of a plurality of electric vehicles as distributed energy resources DER in a virtual power plant VPP are charged from a charger or discharged via the charger to contribute adjustment power, A method for providing adjustment power for electric vehicles, characterized by estimating the timing and time for completing the necessary and sufficient charging for each electric vehicle from the time series of power consumption and the time series of required charging amount, and then determining the advantageous charging or discharging timing and bidding timing for each electric vehicle from the compensation for the adjustment power provided in the transaction and the wholesale electricity rate, or the predicted electricity rate price.

2. An electric vehicle regulation power contribution device for contributing regulation power by charging batteries of a plurality of electric vehicles as distributed energy resources DER in a virtual power plant VPP from a charger or discharging them via the charger, a means for estimating the timing and time for completing a necessary and sufficient charge for each electric vehicle based on the time series of power consumption and the time series of required charge amount; a means for determining advantageous charging or discharging timing and bidding timing for each electric vehicle based on the compensation for the adjustment power provided for trading and the wholesale electricity price, or a predicted electricity price, using the results of the estimation; An electric vehicle adjustment power providing device comprising:

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