Charging system

Abstract

The objective is to provide a charging system that alleviates the limitations on charging output caused by the rated output of the charger. [Solution] The charging system is a charging system that controls a charger having a plurality of charging ports, and includes: a receiving means that receives a first charging output desired by a first user from a first terminal operated by a first user of a first electric vehicle being charged and connected to a first charging port among the plurality of charging ports; a notification means that, when the sum of the first charging output and a second charging output to a second electric vehicle being charged and connected to a second charging port among the plurality of charging ports exceeds the rated output of the charger, notifies a second terminal operated by a second user of the second electric vehicle whether or not to allow a reduction in the second charging output; and a changing means that, if a reduction in the second charging output is permitted, changes the current charging output to the first electric vehicle to the first charging output.

Description

Technical Field

[0001] The present invention relates to a charging system.

Background Art

[0002] Vehicles that use electric power as all or part of the power source and EVSE (Electric Vehicle Supply Equipment) are known. EVSE includes chargers such as rapid chargers and normal chargers, and outputs electric power for supply to vehicles. EVSE is installed in commercial facilities, automobile dealerships, highway parking lots, etc.

[0003] Also known is a server that communicates with EVSE and requests each vehicle to participate in power adjustment by DR (Demand Response). Furthermore, a technology is known in which when a vehicle performs power adjustment, the server gives an incentive to the vehicle's administrator (see, for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] By the way, the rated output of the charger included in EVSE is determined according to the specifications. For example, if a single vehicle charges from any one of the plurality of charging ports provided in the charger, the vehicle can charge at the rated output.

[0006] However, if multiple vehicles are charging simultaneously from at least two of the charging ports, the charger is likely to charge each vehicle at a lower output than its rated output, potentially preventing each vehicle from being charged at its rated output. In other words, the charger's output is limited by the charger's rated output. In this case, the charging time for each vehicle may be prolonged, and each vehicle may not arrive at its destination on time.

[0007] Therefore, the present invention aims to provide a charging system that alleviates the limitations on charging output caused by the rated output of the charger. [Means for solving the problem]

[0008] The charging system according to the present invention is a charging system for controlling a charger having a plurality of charging ports, and includes: a receiving means for receiving a first charging output desired by a first user from a first terminal operated by a first user of a first electric vehicle being charged and connected to a first charging port among the plurality of charging ports; a notification means for notifying a second terminal operated by a second user of a second electric vehicle whether or not to allow a reduction in the second charging output when the sum of the first charging output and a second charging output to a second electric vehicle being charged and connected to a second charging port among the plurality of charging ports exceeds the rated output of the charger; and a changing means for changing the current charging output to the first electric vehicle to the first charging output when a reduction in the second charging output is permitted. [Effects of the Invention]

[0009] According to the present invention, it is possible to alleviate the limitations on charging output caused by the rated output of the charger. [Brief explanation of the drawing]

[0010] [Figure 1] This is an example of a charging output adjustment system. [Figure 2](a) is an example of a block diagram of an electric vehicle. (b) is an example of a block diagram of a charging control server. (c) is an example of a block diagram of a charging fee calculation server. [Figure 3] This is a flowchart illustrating an example of the operation of the charging output adjustment system. [Figure 4] This diagram illustrates an example of a charging output adjustment system before and after a change in charging output. [Modes for carrying out the invention]

[0011] Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.

[0012] As shown in Figure 1, the charging output adjustment system ST is a computer system including a group of management servers SVs. The group of management servers SVs is installed in a data center DC that provides cloud services. The group of management servers SVs includes at least a charging control server 10 and a charging fee calculation server 20. The charging control server 10 is an example of a charging system. The charging system may also include at least one of the charging fee calculation server 20, a charger 30, mobile terminals 41, 42, 43 and electric vehicles 50, 51, 52.

[0013] The charging control server 10 adjusts the power output of the charger 30, thereby mitigating the limitations on charging output caused by the rated output specified by the specifications of the charger 30. The charger 30 includes, for example, a fast charger with a rated output of "300 kW". The charger 30 may also include a standard charger with a rated output lower than that of the fast charger, instead of a fast charger.

[0014] The charger 30 integrally includes multiple charging ports 31, 32, and 33. The charger 30 may also include multiple charging ports 31, 32, and 33 as separate components. Charging port 31 is an example of a first charging port, and charging ports 32 and 33 are examples of second charging ports. Either charging port 32 or 33 may be a second charging port, or both charging ports 32 and 33 may be second charging ports.

[0015] In this embodiment, the charger 30 has three charging ports 31, 32, and 33, but the charger 30 may also have additional charging ports other than charging ports 31, 32, and 33. Alternatively, the charger 30 may have neither charging port 32 nor 33, but instead have charging port 31 and the other of either charging port 32 or 33.

[0016] Charging ports 31, 32, and 33 each output power as charging ports. Charging port 31 is connected to the electric vehicle 51 via a charging cable 34. As a result, if the charger 30 is a fast charger, the charger 30 can rapidly charge the electric vehicle 51 via the charging port 31.

[0017] Similarly, the charging port 32 is connected to the electric vehicle 52 via the charging cable 35. This allows the charger 30 to rapidly charge the electric vehicle 52 via the charging port 32 if the charger 30 is a fast charger. In addition, the charging port 33 is connected to the electric vehicle 50 via the charging cable 36. This allows the charger 30 to charge the electric vehicle 50 via the charging port 33 if the charger 30 is a fast charger.

[0018] Note that electric vehicle 51 is an example of a first electric vehicle, and electric vehicles 50 and 52 are examples of second electric vehicles. Either electric vehicle 50 or 52 may be a second electric vehicle, or both electric vehicles 50 and 52 may be second electric vehicles. For example, EVSE can be realized by a charger 30 equipped with charging ports 31, 32, and 33 and charging cables 34, 35, and 36.

[0019] The electric vehicle 51 is an electric car that is equipped with a battery instead of an engine and can run by a motor using the electric power stored in the battery. For example, the electric vehicle 51 includes a plug-in EV (Electric Vehicle). The electric vehicle 51 may also be a hybrid vehicle that further mounts an engine in addition to the motor. The electric vehicle 51 may also be a fuel cell vehicle that further mounts a fuel cell using hydrogen as fuel together with the battery. Thus, the electric vehicle 51 uses electric power as all or part of the power source. Note that since the electric vehicles 50 and 52 are basically the same as the electric vehicle 51, detailed descriptions thereof are omitted.

[0020] The charging control server 10 and the charging fee calculation server 20 are connected to each other by a communication network NW1 such as a LAN (Local Area Network). Although details will be described later, the charging control server 10 controls the charger 30 and changes the charging output of the charger 30. Also, the charging fee calculation server 20 calculates the charging fees to be billed to each of the users P1, P2, and P3 described later. When the charging control server 10 changes the charging output of the charger 30, the charging fee calculation server 20 changes the old charging fee, which is the charging fee before the change of the charging output, to the new charging fee and notifies each of the users P1, P2, and P3.

[0021] Here, the communication network NW1 is also connected to the communication network NW2. As the communication network NW2, for example, there is the Internet. The charger 30 and the mobile base station BS are connected to the communication network NW2. If the mobile terminal 41 operated by the user P1 of the electric vehicle 51 is included within the wireless communication range of the mobile base station BS, the mobile base station BS can communicate with the mobile terminal 41 by wireless communication WL. Note that the user P1 is an example of the first user, and the mobile terminal 41 is an example of the first terminal.

[0022] Similarly, if a mobile terminal 42 operated by a user P2 of the electric vehicle 52 is included within the wireless communication range of the mobile base station BS, the mobile base station BS can communicate with the mobile terminal 42 via wireless communication WL. Also, if a mobile terminal 43 operated by a user P3 of the electric vehicle 50 is included within the wireless communication range of the mobile base station BS, the mobile base station BS can communicate with the mobile terminal 43 via wireless communication WL.

[0023] Note that users P2 and P3 are examples of the second user, and mobile terminals 42 and 43 are examples of the second terminal. Either one of users P2 and P3 may be the second user, or both users P2 and P3 may be the second user. Also, either one of mobile terminals 42 and 43 may be the second terminal, or both mobile terminals 42 and 43 may be the second terminal. Smart terminals such as smartphones or tablet terminals are used for mobile terminals 41, 42, and 43.

[0024] Referring to Fig. 2(a), the details of the electric vehicle 52 will be described. Since the electric vehicles 50 and 51 basically have the same configuration as the electric vehicle 52, detailed descriptions thereof are omitted.

[0025] The electric vehicle 52 includes a navigation device 53 and a GPS (Global Positioning System) 54. The navigation device 53 includes a car navigation system that electronically provides route guidance from the current position to the destination when the electric vehicle 52 is stopped or in motion. An NVM (Non Volatile Memory) 53A provided in the navigation device 53 stores the position information of the electric vehicle 52. The position information includes the latitude and longitude of the current location of the electric vehicle 52 and the latitude and longitude of the destination of the electric vehicle 52. The GPS 54 measures the current position of the electric vehicle 52 and outputs GPS information including the measured current position and the measurement date and time to the navigation device 53.

[0026] Furthermore, the electric vehicle 52 is equipped with a charging ECU (Electronic Control Unit) 55. The charging ECU 55 includes a CPU (Central Processing Unit), RAM (Random Access Memory), ROM (Read Only Memory), input / output I / F (interface), and NVM 55A. The NVM 55A stores the charging information of the electric vehicle 52. The charging information includes a vehicle ID (Identifier) ​​that uniquely identifies the electric vehicle 52 and the current SOC (State of Charge) of the electric vehicle 52. The current SOC represents the current charging state of the electric vehicle 52.

[0027] Furthermore, the electric vehicle 52 includes a battery 56, a PCU (Power Control Unit) 57, and an MG (Motor Generator) 58. The battery 56 is, for example, a secondary battery such as a lithium-ion battery or a nickel-metal hydride battery. Based on the charging control of the charging ECU 55, the battery 56 stores power supplied, for example, from the charging port 32 via the charging cable 35. When the electric vehicle 52 is running, the battery 56 supplies power to the MG 58 through the PCU 57. Power is supplied from the battery 56 to the MG 58 through the power grid.

[0028] The PCU 57 is a drive unit that drives the MG 58 and includes power conversion devices such as a converter and inverter. The PCU 57 converts the DC power supplied from the battery 56 into AC power to drive the MG 58. The MG 58 is driven by the PCU 57 and generates rotational driving force, which is transmitted to the drive wheels 59R and 59L of the electric vehicle 52 via the power transmission gear 59. As a result, the electric vehicle 52 moves.

[0029] During the charging of the electric vehicle 52, the navigation device 53 and the charging ECU 55 transmit location information and charging information of the electric vehicle 52 to the charger 30 via a communication system separate from the power system. Upon receiving the location information and charging information, the charger 30 forwards the location information and charging information to the charging control server 10. As will be described in detail later, upon receiving the location information and charging information, the charging control server 10 adjusts the charging output to the electric vehicle 52 based on the location information and charging information.

[0030] Refer to Figure 2(b) for details of the charging control server 10.

[0031] The hardware configuration of the charging control server 10 is basically the same as that of the charging ECU 55, so a detailed explanation will be omitted. Therefore, the CPU of the charging control server 10 stores programs stored in ROM or NVM in RAM. The CPU executes the stored programs to realize the various functions described later, and also performs a series of processes described later. The programs should conform to the flowchart described later. The charging fee calculation server 20, described later, is the same as the charging control server 10.

[0032] The charging control server 10 includes a desired output reception unit 11, a request notification unit 12, a charging output modification unit 13, and an information and communication unit 14. The desired output reception unit 11 is an example of a reception means. The request notification unit 12 is an example of a notification means. The charging output modification unit 13 is an example of a modification means.

[0033] The desired output receiving unit 11 receives the desired charging output (hereinafter referred to as the desired charging output) from the user P1 of the electric vehicle 51 being charged, for example, connected to the charging port 31, via a mobile terminal 41 operated by the user P1, along with the vehicle ID. The desired charging output is an example of the first charging output. More specifically, the desired output receiving unit 11 receives a first request signal from the mobile terminal 41 via the information and communication unit 14, which includes the desired charging output and the vehicle ID.

[0034] The request notification unit 12 manages the vehicle IDs of the electric vehicles 51, 52, and 50 in association with the terminal IDs (e.g., mobile phone numbers) of the mobile terminals 41, 42, and 43. When the request output reception unit 11 receives the requested charging output along with the vehicle ID, the request notification unit 12 identifies vehicle IDs other than the vehicle ID received along with the requested charging output, and determines whether the electric vehicles 52 and 50 with the identified vehicle IDs are connected to the charging ports 32 and 33 and are currently charging.

[0035] The request notification unit 12 calculates the total charging output of the desired charging output and the individual charging outputs for the electric vehicles 50 and 52 being charged, if the electric vehicles 52 and 50 are being charged. Each charging output is an example of a second charging output. More specifically, when the desired output receiving unit 11 receives the first request signal, the request notification unit 12 calculates the total charging output. After calculating the total charging output, the request notification unit 12 determines whether the total charging output exceeds the rated output of the charger 30.

[0036] If the total charging output exceeds the rated output of the charger 30, the request notification unit 12 identifies the terminal ID corresponding to the identified vehicle ID. Once the request notification unit 12 identifies the terminal ID, it notifies the mobile terminals 42 and 43 operated by users P2 and P3 of the electric vehicles 52 and 50, respectively, of an inquiry asking whether to permit a reduction in each charging output. For example, the request notification unit 12 transmits a second request signal via the information and communication unit 14 to the mobile terminals 42 and 43 operated by users P2 and P3, respectively, requesting permission to reduce each charging output for the electric vehicles 52 and 50.

[0037] The charging output modification unit 13 controls the charger 30 to change the current charging output to the electric vehicle 51 to the desired charging output when a reduction in each charging output is permitted. More specifically, when the charging output modification unit 13 determines, based on the response signal in response to the second request signal, that a reduction in each charging output is permitted, it reduces each charging output and then increases the current charging output to the electric vehicle 51 to the desired charging output. This prevents a short circuit in the power supply to the electric vehicles 52 and 50.

[0038] Furthermore, when the charging output modification unit 13 reduces the charging output for each of the electric vehicles 52, 50, it reduces the charging output based on the location information and charging information transferred from the charger 30. Here, the charging output modification unit 13 is equipped with a charger map, which is map information showing the installation locations of each of the multiple chargers, including the charger 30.

[0039] As a result, the charging output modification unit 13 can identify the location of the next charger (not shown) on a different route from the location of charger 30, based on the route from the current location to the destination included in the location information and the charger map. Therefore, when the charging output modification unit 13 reduces the charging output for each electric vehicle 52, 50, it adjusts each charging output to ensure that each electric vehicle 52, 50 has the minimum SOC (State of Charge) required to travel to the location of the next charger.

[0040] Refer to Figure 2(c) for a detailed explanation of the charging fee calculation server 20. The charging fee calculation server 20 includes a charging fee calculation unit 21, a charging fee notification unit 22, and an information and communication unit 23.

[0041] The charging fee calculation unit 21 calculates the charging fees to be charged to users P1, P2, and P3 after charging of the electric vehicles 51, 52, and 50 is complete. For example, for user P1, who was able to charge at the desired charging output, the charging fee calculation unit 21 calculates a new charging fee by adding an amount corresponding to the increase before and after the change in charging output to the old charging fee mentioned above. The increase includes, for example, an increase rate or percentage increase. Also, for users P2 and P3, who permitted a decrease in charging output, the charging fee calculation unit 21 calculates a new charging fee by subtracting an amount corresponding to the decrease before and after the change in charging output to the old charging fee mentioned above. The decrease includes, for example, a decrease rate or percentage decrease.

[0042] As a result, the charging fees charged to users P2 and P3 will be reduced, and it is assumed that if users P2 and P3 are not in a hurry to complete the charging of electric vehicles 52 and 50, they will actively cooperate in reducing the charging output. On the other hand, user P1 will be able to complete the charging of electric vehicle 51 in a short time.

[0043] When the charging fee calculation unit 21 calculates the charging fee, the charging fee notification unit 22 notifies each of the mobile terminals 41, 42, and 43 of the charging fee via the information and communication unit 23. This allows users P1, P2, and P3 to confirm the charging fee and prepare to pay it.

[0044] Referring to Figures 3 and 4, the operation of the charging output adjustment system ST will be explained. Specifically, the operation of the charging control server 10 and the charging fee calculation server 20 included in the charging output adjustment system ST will be explained.

[0045] First, as shown in Figure 3, the desired output receiving unit 11 of the charging control server 10 acquires the rated output and the charging output (step S1). More specifically, the desired output receiving unit 11 accesses the charger 30 and periodically acquires the predetermined rated output of the charger 30 and the respective charging outputs for the electric vehicles 51, 52, and 50 that are being charged from the charger 30.

[0046] For example, as shown in the upper part of Figure 4, if the specifications of the charger 30 specify a rated output of "300 kW", the desired output receiving unit 11 will acquire the rated output of "300 kW". Also, as shown in the upper part of Figure 4, if each of the electric vehicles 51, 52, and 50 is being charged at a charging output of "100 kW", the desired output receiving unit 11 will acquire each charging output of "100 kW".

[0047] Thus, when three electric vehicles 51, 52, and 50 are being charged, the charger 30 charges each of the electric vehicles 51, 52, and 50 with a charging output of 100kW, which is one-third of its rated output of 300kW. The desired output receiving unit 11 may acquire the rated output and charging output every few seconds, or every few minutes. The acquisition unit time is set according to the specifications and design.

[0048] Once the rated output and charging output are obtained, the desired output receiving unit 11 determines whether or not it has received the desired charging output (indicated as "desired output" in Figure 3) (step S2), as shown in Figure 3. If the desired charging output has not been received (step S2: NO), the desired output receiving unit 11 executes the process in step S1. In other words, the desired output receiving unit 11 periodically obtains the rated output and charging output until it receives the desired charging output.

[0049] When the desired charging output is received (Step S2: YES), the request notification unit 12 notifies a request to reduce the charging output (Step S3). For example, as shown in the upper part of Figure 4, when user P1 operates the mobile terminal 41 and specifies the desired charging output "200kw", the desired charging output receiving unit 11 receives the desired charging output "200kw". When the request notification unit 12 receives the desired charging output "200kw" from the desired charging output receiving unit 11, it calculates the total charging output as described above and determines whether the total charging output exceeds the rated output.

[0050] When the total charging output exceeds the rated output, the request notification unit 12 notifies the mobile terminals 42 and 43 of a request to reduce the charging output, asking whether or not to permit a reduction in each charging output. As described above, the request notification unit 12 identifies the terminal ID based on the vehicle ID other than the vehicle ID received along with the desired charging output, and notifies the mobile terminals 42 and 43 of the identified terminal ID of the inquiry, for example, using SMS (Short Message Service).

[0051] As shown in Figure 3, when a request to reduce the charging output is received, the charging output modification unit 13 determines whether or not the reduction of each charging output is permitted (step S4). If the reduction of each charging output is rejected (step S4: NO), the charging control server 10 terminates processing. Note that before the charging control server 10 terminates processing, the charging output modification unit 13 may notify the mobile terminal 41 that the reduction of each charging output has been rejected.

[0052] On the other hand, if a reduction in each charging output is permitted (step S4: YES), the charging output modification unit 13 acquires location information and charging information (step S5). Specifically, as shown in the upper part of Figure 4, when users P2 and P3 respectively perform an operation to permit a reduction in charging output on the mobile terminals 42 and 43, the charging output modification unit 13 requests the charger 30 to acquire location information and charging information.

[0053] When the charger 30 receives a request to acquire location information and charging information, it acquires the vehicle ID identified by the request notification unit 12. Upon acquiring the vehicle ID, the charger 30 identifies the charging ports 32 and 33 connected to the electric vehicles 52 and 50 of that vehicle ID based on the vehicle ID, and acquires location information and charging information from each of the electric vehicles 52 and 50 via the identified charging ports 32 and 33. Upon acquiring the location information and charging information, the charger 30 transfers the location information and charging information to the charging output modification unit 13. As a result, the charging output modification unit 13 acquires the location information and charging information.

[0054] When the charging output modification unit 13 acquires location information and charging information, it modifies the charging output as shown in Figure 3 (step S6). More specifically, the charging output modification unit 13 modifies each charging output based on the current location and destination included in the location information, the current SOC included in the charging information, and the charger map.

[0055] For example, the charging output changing unit 13 can adjust each charging output to ensure that each of the electric vehicles 52 and 50 has the minimum SOC (State of Charge) required to move to the next charger location. When the charging output changing unit 13 changes the charging output for each of the electric vehicles 52 and 50, it changes the current charging output for electric vehicle 51 to the desired charging output.

[0056] As a result, as shown in the lower part of Figure 4, for example, the charging output for electric vehicle 51 is changed from "100 kW" to "200 kW". Also, the charging output for electric vehicle 52 is changed from "100 kW" to "20 kW", and the charging output for electric vehicle 50 is changed from "100 kW" to "80 kW". Even after the charging output is changed, the total charging output of each charging output remains within the rated output of the charger 30.

[0057] When the charging output changing unit 13 changes the charging output, the charging fee calculation unit 21 calculates the charging fee, as shown in Figure 3 (step S7). As described above, the charging fee calculation unit 21 can calculate the charging fee to be charged to users P1, P2, and P3 after charging of the electric vehicles 51, 52, and 50 is complete. Once the charging fee calculation unit 21 has calculated the charging fee, the charging fee notification unit 22 notifies the user of the charging fee (step S8).

[0058] For example, the charging fee notification unit 22 identifies a terminal ID based on the vehicle ID received by the request notification unit 12 along with the desired charging output, and notifies the charging fee to the mobile terminal 41 of the identified terminal ID. The charging fee notification unit 22 also identifies a terminal ID based on a vehicle ID other than the vehicle ID received by the request notification unit 12 along with the desired charging output, and notifies the charging fee to the mobile terminals 42 and 43 of the identified terminal IDs. As a result, the charging fee appears on the screens of the respective mobile terminals 41, 42, and 43, as shown in the lower part of Figure 4. Once the charging fee notification unit 22 notifies the charging fee, the charging fee calculation server 20 terminates processing.

[0059] Thus, according to the charging control server 10 of this embodiment, the limitation on the charging output to the electric vehicle 51 caused by the rated output of the charger 30 is relaxed. As a result, user P1 can complete the charging of the electric vehicle 51 in a short time. In addition, according to the charging fee calculation server 20 of this embodiment, the charging fee charged to users P2 and P3 is reduced. Therefore, if users P2 and P3 are not in a hurry to complete the charging of the electric vehicles 52 and 50, it is assumed that they will actively cooperate in reducing the charging output.

[0060] Although preferred embodiments of the present invention have been described in detail above, the present invention is not limited to these specific embodiments, and various modifications and changes are possible within the scope of the gist of the invention as described in the claims. [Explanation of Symbols]

[0061] 10. Charging control server 11. Request for Output Reception Section 12 Request Notification Department 13. Charging output change section 20 Charging Fee Calculation Server 30 charger 31, 32, 33 Charging ports 41, 42, 43 Mobile devices 50, 51, 52 Electric vehicles P1, P2, P3 Users

Claims

[Claim 1] A charging system for controlling a charger equipped with multiple charging ports, A receiving means for receiving a first charging output desired by a first user from a first terminal operated by a first user of a first electric vehicle that is being charged and connected to a first charging port among the plurality of charging ports, If the sum of the first charging output and the second charging output to the second electric vehicle being charged, which is connected to the second charging port among the plurality of charging ports, exceeds the rated output of the charger, a notification means is provided to notify the second terminal operated by the second user of the second electric vehicle whether or not to allow a reduction in the second charging output. If a reduction in the second charging output is permitted, a modification means for changing the current charging output to the first electric vehicle to the first charging output, A charging system having

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