Charging control system and charging control program

Abstract

To provide a charging control system and charging control program that suppresses the decline in user convenience. [Solution] A charging control system 10 used in a building 90, which includes a plurality of chargers 21, 22, 23, 24, 44 for charging vehicles 11, 12, 13, and 14, includes a setting unit 504 that sets the priority order of vehicles to be charged based on a value relating to the charging start time, which is the time when charging of the vehicles begins, a value relating to the cumulative amount of charging power over a predetermined period of time of the charger, and information regarding user reservations for the charging control system 10, and a control unit 456 that charges the vehicles based on the priority order set by the setting unit 504.

Description

Technical Field

[0001] The present disclosure relates to a charging control system and a charging control program.

Background Art

[0002] Conventionally, as described in Patent Document 1, a vehicle charging system having a plurality of chargers for charging a vehicle and a charging control unit for controlling the charging current of the charger is known. In this vehicle charging system, the priority order of the vehicles to be charged is assigned based on the amount of charge, which is the amount of power from the start of charging.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the vehicle charging system described in Patent Document 1, the priority order of the vehicles to be charged is assigned according to the amount of charge. However, depending on the user's reservation or the like, the priority order of the vehicles to be charged may not be assigned. Therefore, since it is difficult for the user to act freely, the convenience of the user is reduced.

[0005] An object of the present disclosure is to provide a charging control system and a charging control program that suppress a decrease in user convenience.

Means for Solving the Problems

[0006] The invention described in claim 1 is a charging control system used in a building (90) and comprising a plurality of chargers (21, 22, 23, 24, 44) for charging vehicles (11, 12, 13, 14), comprising: an acquisition unit (S100) that acquires a value relating to the charging start time, which is the time when charging of the vehicles begins; a value relating to the cumulative amount of charging power (Wc_sum) over a predetermined period of time of the chargers; and information relating to user reservations of the charging control system; a setting unit (504) that sets the priority order of vehicles to be charged based on the value relating to the charging start time, the value relating to the cumulative amount of charging power, and the reservation information; and a control unit (456) that charges the vehicles based on the priority order set by the setting unit.

[0007] Furthermore, the invention described in claim 15 is a charging control program that enables a charging control system used in a building (90) and comprising a plurality of chargers (21, 22, 23, 24, 44) for charging vehicles (11, 12, 13, 14) to function as an acquisition unit (S100) that acquires a value relating to the charging start time, which is the time when charging of the vehicles begins, a value relating to the cumulative amount of charging power (Wc_sum) over a predetermined period of time of the chargers, and information relating to user reservations of the charging control system; a setting unit (504) that sets the priority order of vehicles to be charged based on the value relating to the charging start time, the value relating to the cumulative amount of charging power, and the reservation information; and a control unit (456) that charges the vehicles based on the priority order set by the setting unit.

[0008] This allows for the prioritization of vehicles for charging by using user reservation information, making it easier for users to manage their own needs. Therefore, a decrease in user convenience is minimized.

[0009] The reference numerals in parentheses attached to each component indicate an example of the correspondence between that component and the specific components described in the embodiments described later. [Brief explanation of the drawing]

[0010] [Figure 1]Configuration diagram of the charging control system in the first embodiment. [Figure 2] A diagram showing the UI of the charging control system. [Figure 3] A flowchart illustrating the processing of the setting section of the charging control system. [Figure 4] A flowchart illustrating the processing in the settings section. [Figure 5] A flowchart illustrating the processing performed by the control unit of the charging control system. [Figure 6] A table to explain the processing performed by the control unit. [Figure 7] A flowchart illustrating the processing performed by the control unit. [Figure 8] A table illustrating the processing of the control unit of the charging control system in the second embodiment. [Modes for carrying out the invention]

[0011] The embodiments will be described below with reference to the drawings. In the following embodiments, parts that are the same or equivalent to each other will be denoted by the same reference numeral, and their descriptions will be omitted.

[0012] (First Embodiment) The charging control system that executes the charging control program of this embodiment minimizes a decrease in user convenience. Furthermore, as shown in Figure 1, the charging control system is used in building 90.

[0013] Specifically, the charging control system 10 includes a first vehicle 11, a second vehicle 12, a third vehicle 13, and a fourth vehicle 14. Furthermore, the charging control system 10 includes a charger 21 for the first vehicle, a power meter 31 for the first vehicle, a charger 22 for the second vehicle, a charger / discharger 23 for the third vehicle, an outlet 24 for the fourth vehicle, a switch 44 for the fourth vehicle, and a power meter 34 for the switch. In addition, the charging control system 10 includes a distribution board 30, a power consumption meter 35, a grid power source 40, a management device 45, a communication network 47, and a server 50.

[0014] The first vehicle 11, the second vehicle 12, the third vehicle 13, and the fourth vehicle 14 are electric vehicles or plug-in hybrid vehicles, and have a battery and a battery ECU not shown. Note that ECU is an abbreviation for Electronic Control Unit.

[0015] The charger 21 for the first vehicle is a communicable charger. Further, when connected to the first vehicle 11, the charger 21 for the first vehicle charges the first vehicle 11 based on a signal from the management device 45 described later. At this time, the charger 21 for the first vehicle measures the charging start time, the amount of charged power, and the state of charge (SOC) of the battery of the first vehicle 11. Also, at this time, the charger 21 for the first vehicle stores the user who used the charger 21 for the first vehicle and updates the usage history of the charger 21 for the first vehicle. Note that the amount of charged power is the amount of power charged since the start of charging. The usage history includes the user name, the charging start time, the amount of charged power, the state of charge (SOC) of the battery, and the like.

[0016] The power meter 31 for the first vehicle is connected to the charger 21 for the first vehicle. Further, the power meter 31 for the first vehicle measures the power supplied from the distribution board 30 to the first vehicle 11 via the charger 21 for the first vehicle.

[0017] The charger 22 for the second vehicle is a communicable charger. Also, when connected to the second vehicle 12, the charger 22 for the second vehicle charges the second vehicle 12 based on a signal from the management device 45 described later. At this time, the charger 22 for the second vehicle measures the charging start time, the amount of charged power, and the state of charge (SOC) of the battery of the second vehicle 12. Further, at this time, the charger 22 for the second vehicle stores the user who used the charger 22 for the second vehicle and updates the usage history of the charger 22 for the second vehicle.

[0018] The charger 23 for the third vehicle is a charger capable of communication. Also, when the charger 23 for the third vehicle is connected to the third vehicle 13, it charges the third vehicle 13 based on a signal from the management device 45 described later. Further, when the charger 23 for the third vehicle charges the third vehicle 13, it measures the charging start time, the amount of charging power, and the state of charge (SOC) of the battery of the third vehicle 13. Also, when the charger 23 for the third vehicle is connected to the third vehicle 13, it discharges the third vehicle 13 based on a signal from the management device 45 described later. Further, when the charger 23 for the third vehicle discharges the third vehicle 13, it measures the discharge start time, the amount of discharge power, and the state of charge (SOC) of the battery of the third vehicle 13. Also, when the charger 23 for the third vehicle charges or discharges the third vehicle 13, it stores the user who uses the charger 23 for the third vehicle and updates the usage history of the charger 23 for the third vehicle. Note that the amount of discharge power is the amount of power discharged since the start of discharge. The usage history of the charger 23 for the third vehicle includes the name of the user who used it, the charging start time, the amount of charging power, the state of charge (SOC) of the battery, etc., as well as the discharge start time, the amount of discharge power, etc.

[0019] The outlet 24 for the fourth vehicle is connected to the fourth vehicle 14. The switch 44 for the fourth vehicle is connected to the outlet 24 for the fourth vehicle. Further, the switch 44 for the fourth vehicle receives power supplied from the system power source 40 described later via the power consumption meter 35 and the distribution board 30. Also, the switch 44 for the fourth vehicle opens and closes based on a signal from the management device 45 described later. Thereby, the switch 44 for the fourth vehicle supplies the received power to the fourth vehicle 14 via the outlet 24 for the fourth vehicle. As a result, the fourth vehicle 14 is charged. Therefore, the outlet 24 for the fourth vehicle and the switch 44 for the fourth vehicle serve as a charger.

[0020] The power meter 34 for the switch is connected to the switch 44 for the fourth vehicle and the distribution board 30 described later. Further, the power meter 34 for the switch measures the power supplied from the distribution board 30 to the fourth vehicle 14 via the switch 44 for the fourth vehicle.

[0021] The distribution board 30 is connected to the first vehicle charger 21 via the first vehicle power meter 31. The distribution board 30 is also connected to the second vehicle charger 22 and the third vehicle charger / discharger 23. Furthermore, the distribution board 30 is connected to the fourth vehicle outlet 24 via the switch power meter 34 and the fourth vehicle switch 44. The distribution board 30 also receives power supplied from the grid power source 40 via the power consumption meter 35. Furthermore, the distribution board 30 supplies the received power to the first vehicle charger 21 via the first vehicle power meter 31. Furthermore, the distribution board 30 supplies the received power to the second vehicle charger 22 and the third vehicle charger / discharger 23. Furthermore, the distribution board 30 supplies the received power to the fourth vehicle outlet 24 via the switch power meter 34 and the fourth vehicle switch 44.

[0022] The power consumption meter 35 is connected to the building 90, the distribution board 30, and the grid power source 40. The power consumption meter 35 also measures the power and current transmitted from the grid power source 40 to the building 90, and the power and current transmitted from the grid power source 40 to the distribution board 30. As a result, the power consumption meter 35 measures the power consumption and current consumption by the charging of the first vehicle 11, the second vehicle 12, the third vehicle 13, and the fourth vehicle 14, and the building 90. Furthermore, the power consumption meter 35 measures the current cumulative power consumption and the cumulative power consumption at the start of the demand period for the charging of the first vehicle 11, the second vehicle 12, the third vehicle 13, and the fourth vehicle 14, and the building 90. The cumulative power consumption is the cumulative amount of power consumption. The demand period is 30 minutes.

[0023] The management device 45 is mainly composed of a microcontroller and includes a CPU, ROM, RAM, I / O, communication interface, and bus lines connecting these components. The management device 45 also has a power acquisition unit 450, a charge / discharge control unit 452, a device communication unit 454, and a control unit 456 as functional blocks.

[0024] The power acquisition unit 450 communicates with the power consumption meter 35. This allows the power acquisition unit 450 to acquire the power and current measured by the power consumption meter 35, i.e., the power consumption and current consumption by the charging of the first vehicle 11, second vehicle 12, third vehicle 13, and fourth vehicle 14 and the building 90. Furthermore, the power acquisition unit 450 acquires the current cumulative power consumption and the cumulative power consumption at the start of the demand period for the charging of the first vehicle 11, second vehicle 12, third vehicle 13, and fourth vehicle 14 and the building 90. The power acquisition unit 450 also transmits this acquired information to the control unit 456, which will be described later.

[0025] The charge / discharge control unit 452 communicates with the first vehicle charger 21. Through this, the charge / discharge control unit 452 obtains the charging power and usage history of the first vehicle charger 21, as well as the charging start time, charging power amount, and battery state of charge (SOC) of the first vehicle 11. Furthermore, the charge / discharge control unit 452 communicates with the first vehicle power meter 31. Through this, the charge / discharge control unit 452 obtains the power measured by the first vehicle power meter 31, that is, the power supplied from the distribution board 30 to the first vehicle 11 via the first vehicle charger 21.

[0026] Furthermore, the charge / discharge control unit 452 communicates with the second vehicle charger 22. Through this, the charge / discharge control unit 452 obtains the charging power and usage history of the second vehicle charger 22, as well as the charging start time, charging amount, and battery state of charge (SOC) of the second vehicle 12.

[0027] Furthermore, the charge / discharge control unit 452 communicates with the third vehicle charge / discharge unit 23. Through this, the charge / discharge control unit 452 obtains the charging power, discharging power, and usage history of the third vehicle charge / discharge unit 23, as well as the charging start time, charging power amount, discharging start time, discharging power amount, and battery state of charge (SOC) of the third vehicle 13.

[0028] Furthermore, the charge / discharge control unit 452 communicates with the power meter 34 for the switch. This allows the charge / discharge control unit 452 to obtain from the power meter 34 the power supplied from the distribution board 30 to the fourth vehicle 14 via the fourth vehicle switch 44. This enables the charge / discharge control unit 452 to obtain the charging start time of the fourth vehicle 14. The charge / discharge control unit 452 then transmits this acquired information to the control unit 456.

[0029] Furthermore, based on a signal from the control unit 456 (described later), the charge / discharge control unit 452 transmits a signal to the first vehicle charger 21 to charge the first vehicle 11. As a result, the first vehicle 11 is charged. Also, based on a signal from the control unit 456, the charge / discharge control unit 452 transmits a signal to the second vehicle charger 22 to charge the second vehicle 12. As a result, the second vehicle 12 is charged. Furthermore, based on a signal from the control unit 456, the charge / discharge control unit 452 transmits a signal to the third vehicle charger 23 to charge / discharge the third vehicle 13. As a result, the third vehicle 13 is charged / discharged. Also, based on a signal from the control unit 456, the charge / discharge control unit 452 transmits a signal to the fourth vehicle switch 44 to open and close it. As a result, the fourth vehicle switch 44 opens and closes, supplying power to the fourth vehicle 14 via the fourth vehicle outlet 24, thereby charging the fourth vehicle 14.

[0030] The device communication unit 454 has an interface for communicating with the power acquisition unit 450, the charge / discharge control unit 452, and the control unit 456. Furthermore, the device communication unit 454 has an interface for communicating with the server 50, which will be described later, via the communication network 47.

[0031] The control unit 456 executes a program stored in the ROM of the management device 45. This allows the control unit 456 to obtain power consumption and current consumption from the power acquisition unit 450 for the charging of the first vehicle 11, second vehicle 12, third vehicle 13, and fourth vehicle 14, and for the building 90. The control unit 456 also obtains the current cumulative power consumption and the cumulative power consumption at the start of the demand time limit for the charging of the first vehicle 11, second vehicle 12, third vehicle 13, and fourth vehicle 14, and for the building 90, from the power acquisition unit 450. Furthermore, the control unit 456 obtains charging power, discharging power, usage history, charging start time, charging power amount, discharging start time, discharging power amount, and battery state of charge (SOC) from the charge / discharge control unit 452. The control unit 456 also obtains information from the server 50, described later, via the communication network 47 and the device communication unit 454.

[0032] The control unit 456 then performs charging / discharging control and demand control of the vehicle based on the acquired information. Demand control is a control that suppresses power consumption so as not to exceed the target power Po. Furthermore, the control unit 456 performs circuit breaker trip prevention processing of the distribution board 30 based on the acquired information. Details of the vehicle charging / discharging control and demand control by the control unit 456 will be described later. Details of the circuit breaker trip prevention processing of the distribution board 30 by the control unit 456 will also be described later.

[0033] Server 50 is mainly composed of a microcontroller and includes a CPU, ROM, RAM, I / O, communication interface, and bus lines connecting these components. Furthermore, Server 50 has a server communication unit 500, UI 502, and configuration unit 504 as functional blocks.

[0034] The server communication unit 500 has an interface for communicating with the device communication unit 454 via the communication network 47. The server communication unit 500 also has an interface for communicating with the UI 502 and the setting unit 504, which will be described later.

[0035] UI502 stands for User Interface, and in this context, it is the user operation screen as shown in Figure 2. In UI502, for example, the first automatic setting, second automatic setting, manual setting, and enabling / disabling the server 50's processing are user settings and are displayed as settings in the setting unit 504, which will be described later. Furthermore, UI502 is a touch panel. Therefore, by touching UI502, the first automatic setting, second automatic setting, manual setting, and enabling / disabling the server 50's processing are set.

[0036] Furthermore, users can set reservations for charging and discharging vehicles by operating UI502. These reservations include details such as which charger or charger / discharger to use and which vehicle to charge, as well as the date and time of use for the charger or charger / discharger. Additionally, users can pre-register themselves by operating UI502. Vehicles belonging to pre-registered users are given priority for charging. Users can also register chargers, chargers / dischargers, and switches by operating UI502. Registered chargers, chargers / dischargers, and switches are excluded from processing by the setting unit 504, described later.

[0037] Furthermore, UI502 displays the usage status of the first vehicle charger 21, the second vehicle charger 22, and the third vehicle charger / discharger 23. For example, Figure 2-1 shows the first vehicle charger 21. Figure 2-2 shows the second vehicle charger 22. Figure 2-3 shows the third vehicle charger / discharger 23.

[0038] Returning to Figure 1, the UI 502 transmits the user's settings to the setting unit 504 via the server communication unit 500.

[0039] The setting unit 504 executes a program stored in the ROM of the server 50. This allows the setting unit 504 to obtain information such as charging power, discharging power, charging start time, charging amount, discharging start time, discharging amount, battery state of charge (SOC), and usage history from the charge / discharge control unit 452 via the server communication unit 500, the communication network 47, and the device communication unit 454. The setting unit 504 also obtains user settings from the UI 502 via the server communication unit 500. Based on this acquired information, the setting unit 504 sets the priority order for vehicles to be charged. Details regarding the setting of vehicle priority by the setting unit 504 will be described later.

[0040] Furthermore, the setting unit 504 transmits information regarding the priority order of vehicles to be charged to the control unit 456 via the server communication unit 500, the communication network 47, and the device communication unit 454. The control unit 456 charges the first vehicle 11, the second vehicle 12, the third vehicle 13, and the fourth vehicle 14 based on the priority order set by the setting unit 504.

[0041] As described above, the charging control system 10 of the first embodiment is configured. Next, the setting of the priority order of vehicles to be charged by program execution of the setting unit 504 will be explained with reference to the flowcharts in Figures 3 and 4. Note that the program of the setting unit 504 is executed when the power of the server 50 is turned on and the processing of the server 50 is enabled in UI 502.

[0042] As shown in the flowchart in Figure 3, in step S100, the setting unit 504 acquires various information. Specifically, the setting unit 504 acquires charging power, discharging power, charging start time, charging energy amount, discharging start time, discharging energy amount, battery state of charge (SOC), and usage history from the charge / discharge control unit 452 via the server communication unit 500, the communication network 47, and the device communication unit 454. In addition, the setting unit 504 acquires user settings from the UI 502 via the server communication unit 500.

[0043] In step S102, following step S100, the setting unit 504 determines whether the setting obtained by the user in step S100 is a manual setting among the first automatic setting, second automatic setting, and manual setting.

[0044] Then, if the user setting is the first automatic setting or the second automatic setting, the setting unit 504 proceeds to step S106. Furthermore, if the user setting is a manual setting, the setting unit 504 proceeds to step S104.

[0045] In step S104, following step S102, since the user setting is a manual setting, the setting unit 504 sets the priority of the vehicles to be charged to the priority set by the user. After that, the setting unit 504 proceeds to step S108.

[0046] Returning to the flowchart in Figure 3, in step S106 following step S102, since the user has either a first automatic setting or a second automatic setting, the setting unit 504 automatically calculates the priority of the vehicles to be charged based on the information acquired in step S100.

[0047] Specifically, as shown in the flowchart in Figure 4, in step S200, the setting unit 504 extracts the registered chargers, chargers / dischargers, and switches from the user settings obtained in step S100. The setting unit 504 also excludes the extracted chargers, chargers / dischargers, and switches from subsequent processing.

[0048] In step S202, following step S200, the setting unit 504 reads the first condition from the ROM of the server 50. Specifically, when the user setting obtained in step S100 is the first automatic setting, the setting unit 504 reads the following condition as the first condition.

[0049] [Condition P_01] Extract vehicles whose remaining battery state (SOC) is equal to or greater than the target battery state (SOC_t). Then, among the extracted vehicles, prioritize those with the smallest remaining battery state (SOC) and insert them in descending order. [Condition P_02] Extract vehicles whose remaining battery state (SOC) is equal to or greater than the minimum battery state (SOC_min), and then, among the extracted vehicles, prioritize those with the smallest remaining battery state (SOC) and insert them in descending order. [Condition P_03] Extract vehicles whose charging energy is equal to or greater than the minimum charging energy Wc_min, and then insert them in descending order of priority, with the vehicles having the smallest charging energy being given higher priority. [Condition P_04] Calculate the total charging energy Wc_total for each user during a predetermined period, and insert the vehicles of users with smaller total charging energy Wc_totals during the predetermined period in descending order of priority. [Condition P_05] Calculate the cumulative charge energy Wc_sum for each charger or charger / discharger over a predetermined period, and insert the vehicles in descending order of priority, starting with those charged using the charger or charger / discharger with the smallest cumulative charge energy Wc_sum over the predetermined period.

[0050] The target battery level SOC_t under the above condition P_01 is, for example, 90-100% of the battery's maximum capacity, and is set through experiments, simulations, etc., so that the vehicle can be properly extracted using the remaining battery level SOC.

[0051] The minimum battery level SOC_min under the above condition P_02 is a value smaller than the target battery level SOC_t, for example, 50% of the battery's maximum capacity. Furthermore, the minimum battery level SOC_min is set through experiments, simulations, etc., so that the vehicle can be properly extracted using the remaining battery level SOC.

[0052] The minimum charging energy Wc_min under the above condition P_03 is the amount of charging energy required to bring the battery state of charge (SOC) down to the minimum battery state of charge (SOC_min). Furthermore, the minimum charging energy Wc_min is determined by the battery's maximum capacity, the battery state of charge (SOC), and the minimum battery state of charge (SOC_min), among other factors. Additionally, the smaller the charging energy, the smaller the battery state of charge. Therefore, under condition P_03, vehicles with smaller charging energy are given higher priority.

[0053] The predetermined period in condition P_04 above can be arbitrarily set, for example, the most recent 24 hours. Furthermore, the total charging energy Wc_total for each user during the predetermined period in condition P_04 is calculated from the usage history of the charger or charger / discharger. In addition, the smaller the total charging energy Wc_total during the predetermined period, the smaller the charging energy for each vehicle is estimated to be, and therefore the smaller the battery state of charge (SOC) for each vehicle is estimated to be. Thus, in condition P_04, vehicles with smaller total charging energy Wc_total during the predetermined period are given higher priority.

[0054] The predetermined period in condition P_05 above can be arbitrarily set, for example, the most recent 24 hours. Furthermore, the cumulative charge energy Wc_sum during the predetermined period in condition P_05 is calculated from the usage history of the charger or charger / discharger. In addition, the smaller the cumulative charge energy Wc_sum during the predetermined period, the smaller the charge energy for each vehicle is estimated to be, and therefore the smaller the battery state of charge (SOC) for each vehicle is estimated to be. Accordingly, in condition P_05, vehicles with smaller cumulative charge energy Wc_sum during the predetermined period are given higher priority.

[0055] Furthermore, when the user setting obtained in step S100 is the second automatic setting, the setting unit 504 reads out the following condition as the first condition.

[0056] [Condition P_06] Obtain the charging start time for each charger or charger / discharger, and insert the vehicles in descending order of priority, with the vehicles being charged using the charger or charger / discharger with the earliest obtained charging start time receiving the highest priority.

[0057] Here, let the number of conditions in the first condition be the first condition number n. When the setting by the user is the first automatic setting, since the first condition includes five conditions: condition P_01, condition P_02, condition P_03, condition P_04, and condition P_05, the first condition number n is 5. Furthermore, when the setting by the user is the second automatic setting, since the first condition includes one condition: condition P_06, the first condition number n is 1.

[0058] Then, in loop L1 following step S202, the setting unit 504 sets the first variable i and repeats the processing from step S204 to step S212. Note that the initial value of the first variable i is, for example, 1.

[0059] Specifically, in step S204 of loop L1, the setting unit 504 creates a temporary list using the first condition read in step S202.

[0060] (First automatic setting) Here, assume that the setting by the user is the first automatic setting. In this case, when the first variable i is at its initial value, that is, when the first variable i is 1, the setting unit 504 creates a temporary list using condition P_01.

[0061] Also, here, as an example, assume that there are three vehicles whose battery remaining amount SOC is greater than or equal to the target battery remaining amount SOC_t. Let the battery remaining amounts SOC of these three vehicles be SOC_t1, SOC_t2, and SOC_t3. Assume that SOC_t1 < SOC_t2 < SOC_t3. Let the vehicle with SOC_t1 be Va1. Let the vehicle with SOC_t2 be Va2. Let the vehicle with SOC_t3 be Va3.

[0062] At this time, the setting unit 504 sets the priority order in the order of Va1, Va2, Va3. Thereby, the setting unit 504 creates a temporary list.

[0063] In step S206, following step S204, the setting unit 504 reads the second condition from the ROM of the server 50. Specifically, the setting unit 504 reads the following condition as the second condition.

[0064] [Condition E_01] If a user is pre-registered, the priority of the pre-registered user's vehicle will be set to the highest level. [Condition E_02] If a reservation has been made by a user, the reserved vehicle will have the highest priority.

[0065] Here, let the number of conditions in the second condition be m. Since the second condition contains two conditions, condition E_01 and condition E_02, the number of conditions m is 2.

[0066] Then, in the loop L2 following step S206, the setting unit 504 sets the second variable j and repeats the process from step S208 to step S210. The initial value of the second variable j is, for example, set to 1.

[0067] Specifically, in step S208 of loop L2, the setting unit 504 uses the second condition read in step S206 to modify the contents of the temporary list created in step S204 of loop L1.

[0068] When the second variable j is at its initial value, that is, when the second variable j is 1, the setting unit 504 modifies the contents of the temporary list created in step S204 of loop L1 using condition E_01.

[0069] Now, let's assume that the user has been pre-registered. In this case, as in the example above, the setting unit 504 will set the priority order to pre-registered vehicle, Va1, Va2, and Va3. As a result, the setting unit 504 will change the contents of the temporary list created in step S204 of loop L1.

[0070] In step S210, following step S208, the setting unit 504 sets the current second variable j as the new second variable j by adding 1 to it. Therefore, if the second variable j is 1, the setting unit 504 changes the second variable j from 1 to 2.

[0071] In step S208, following step S210, the setting unit 504, when the second variable j is 2, further modifies the temporary list whose contents were changed in the previous step S208, using the condition E_02 of the second condition read in step S206.

[0072] Now, let's assume that a reservation has been made by the user. In this case, as in the example above, the setting unit 504 sets the priority order to reserved vehicle, pre-registered vehicle, Va1, Va2, and Va3. As a result, the setting unit 504 further modifies the temporary list whose contents were changed in the previous step S208.

[0073] In this way, the process from step S208 to step S210 is repeated while the second variable j is changed by 1 until the second variable j becomes the second condition number m. As a result, the contents of the temporary list created in step S204 of loop L1 are changed. When loop L2 finishes, the processing in the setting unit 504 moves on to step S212 of loop L1.

[0074] In step S212 of loop L1, which follows loop L2, the setting unit 504 sets the value obtained by adding 1 to the current first variable i as the new first variable i. Therefore, if the first variable i is 1, the setting unit 504 changes the first variable i from 1 to 2.

[0075] In step S204, following step S212, the setting unit 504 creates a temporary list using the temporary list modified in step S208 and condition P_02, when the first variable i is 2.

[0076] Here, assume that there are three vehicles with the state of charge (SOC) of the battery remaining above the minimum SOC, SOC_min. Let the SOC of these three vehicles be SOC_min1, SOC_min2, and SOC_min3. Assume that SOC_min1 < SOC_min2 < SOC_min3. Let the vehicle with SOC_min1 be Vb1. Let the vehicle with SOC_min2 be Vb2. Let the vehicle with SOC_min3 be Vb3.

[0077] At this time, in the above example, the setting unit 504 sets the priority order as Vb1, Vb2, Vb3, reserved vehicles, pre-registered vehicles, Va1, Va2, Va3 in this order. Thereby, the setting unit 504 creates a temporary list.

[0078] By the processes of step S206 following step S204 and loop L2, the setting unit 504 sets the priority order as reserved vehicles, pre-registered vehicles, Vb1, Vb2, Vb3, Va1, Va2, Va3 in this order.

[0079] Furthermore, in step S204 following step S212, when the first variable i is 3, the setting unit 504 creates a temporary list using the temporary list changed in step S208 and the condition P_03.

[0080] Here, assume that there are three vehicles with the amount of charging power above the minimum charging power, Wc_min. Let the charging power of these three vehicles be Wc1, Wc2, and Wc3. Assume that Wc1 < Wc2 < Wc3. Let the vehicle with Wc1 be Vc1. Let the vehicle with Wc2 be Vc2. Let the vehicle with Wc3 be Vc3.

[0081] At this time, in the above example, the setting unit 504 sets the priority order as Vc1, Vc2, Vc3, reserved vehicles, pre-registered vehicles, Vb1, Vb2, Vb3, Va1, Va2, Va3 in this order. Thereby, the setting unit 504 creates a temporary list.

[0082] In step S206 following step S204 and the processing of loop L2, the setting unit 504 sets the priority order as reserved vehicles, pre-registered vehicles, Vc1, Vc2, Vc3, Vb1, Vb2, Vb3, Va1, Va2, Va3 in that order.

[0083] Also, in step S204 following step S212, when the first variable i is 4, the setting unit 504 creates a temporary list using the temporary list modified in step S208 and the condition P_04.

[0084] Here, assume there are three users. Let the total charging power amounts Wc_total of the three users during a predetermined period be Wc1_total, Wc2_total, and Wc3_total. Assume Wc1_total < Wc2_total < Wc3_total. Let the vehicle of the user with Wc1_total be Vd1. Let the vehicle of the user with Wc2_total be Vd2. Let the vehicle of the user with Wc3_total be Vd3.

[0085] At this time, in the above example, the setting unit 504 sets the priority order as Vd1, Vd2, Vd3, reserved vehicles, pre-registered vehicles, Vc1, Vc2, Vc3, Vb1, Vb2, Vb3, Va1, Va2, Va3 in that order. Thereby, the setting unit 504 creates a temporary list.

[0086] In step S206 following step S204 and the processing of loop L2, the setting unit 504 sets the priority order as reserved vehicles, pre-registered vehicles, Vd1, Vd2, Vd3, Vc1, Vc2, Vc3, Vb1, Vb2, Vb3, Va1, Va2, Va3 in that order.

[0087] Furthermore, in step S204 following step S212, when the first variable i is 5, the setting unit 504 creates a temporary list using the temporary list modified in step S208 and the condition P_05.

[0088] Here, assume that there are three chargers or charge-discharge devices. Let the integrated charging power amounts Wc_sum of the three chargers or charge-discharge devices over a predetermined period be Wc1_sum, Wc2_sum, and Wc3_sum. Assume that Wc1_sum < Wc2_sum < Wc3_sum. Let the vehicle charged using the charger or charge-discharge device with Wc1_sum be Ve1. Let the vehicle charged using the charger or charge-discharge device with Wc2_sum be Ve2. Let the vehicle charged using the charger or charge-discharge device with Wc3_sum be Ve3.

[0089] At this time, in the above example, the setting unit 504 sets the priority order as Ve1, Ve2, Ve3, reserved vehicles, pre-registered vehicles, Vd1, Vd2, Vd3, Vc1, Vc2, Vc3, Vb1, Vb2, Vb3, Va1, Va2, Va3 in this order. Thereby, the setting unit 504 creates a temporary list.

[0090] By the processing of step S206 following step S204 and loop L2, the setting unit 504 sets the priority order as follows. The setting unit 504 sets the priority order as reserved vehicles, pre-registered vehicles, Ve1, Ve2, Ve3, Vd1, Vd2, Vd3, Vc1, Vc2, Vc3, Vb1, Vb2, Vb3, Va1, Va2, Va3 in this order.

[0091] In this way, while changing the first variable i by 1, the processing from step S204 to step S212 is repeated until the first variable i reaches the first conditional number n. Thereby, a temporary list is created.

[0092] (Second Automatic Setting) Also, here, assume that the setting by the user is the second automatic setting. In this case, when the first variable i is at its initial value, that is, when the first variable i is 1, the setting unit 504 creates a temporary list using condition P_06.

[0093] Furthermore, let's assume, as an example, that there are three chargers or chargers / dischargers. Let the charging start times of the three chargers or chargers / dischargers be xc1, xc2, and xc3. xc1 starts earlier than xc2. xc2 starts earlier than xc3. Let Vf1 be the vehicle that is charged using charger or charger / discharger xc1. Let Vf2 be the vehicle that is charged using charger or charger / discharger xc2. Let Vf3 be the vehicle that is charged using charger or charger / discharger xc3.

[0094] At this point, the setting unit 504 sets the priority order to Vf1, Vf2, and Vf3. This causes the setting unit 504 to create a temporary list.

[0095] Following step S204, the processing in step S206 and loop L2 causes the setting unit 504 to set the priority order to reserved vehicles, pre-registered vehicles, Vf1, Vf2, and Vf3.

[0096] In this way, even when the user setting is the second automatic setting, the process from step S204 to step S212 is repeated while changing the first variable i by 1 until the first condition number n is reached. This creates a temporary list.

[0097] In step S214 following loop L1, the setting unit 504 converts the temporary list created by the processing of loop L1 into a priority list. This allows the setting unit 504 to set the priority order for the vehicles to be charged.

[0098] Returning to the flowchart in Figure 3, in step S108, the setting unit 504 calculates the demand control priority using the priority determined in step S104 or step S106. Specifically, the setting unit 504 sets the demand control priority to the opposite of the priority set in step S104 or step S106.

[0099] For example, suppose the user setting is manual. Suppose the priority set by the user is in the order of first vehicle 11, second vehicle 12, and third vehicle 13. In this case, the priority set in step S104 is in the order of first vehicle 11, second vehicle 12, and third vehicle 13. Therefore, in this case, the setting unit 504 sets the priority for demand control in the order of third vehicle 13, second vehicle 12, and first vehicle 11.

[0100] For example, let's assume that the user setting is the first automatic setting. Let's assume that the priority set in step S106 is in the order of reserved vehicles, pre-registered vehicles, Ve1, Ve2, Ve3, Vd1, Vd2, Vd3, Vc1, Vc2, Vc3, Vb1, Vb2, Vb3, Va1, Va2, Va3, as in the example above. In this case, the setting unit 504 sets the priority for demand control in the order of Va3, Va2, Va1, Vb3, Vb2, Vb1, Vc3, Vc2, Vc1, Vd3, Vd2, Vd1, Ve3, Ve2, Ve1, pre-registered vehicles, reserved vehicles.

[0101] Furthermore, let's assume, for example, that the user setting is the second automatic setting. Let's assume that the priority set in step S106 is reserved vehicle, pre-registered vehicle, Vf1, Vf2, Vf3, as in the example above. In this case, the setting unit 504 sets the priority for demand control in the order of Vf3, Vf2, Vf1, pre-registered vehicle, reserved vehicle.

[0102] In step S110, following step S108, the setting unit 504 transmits information regarding the priority set in step S104 or step S106 to the control unit 456 via the server communication unit 500, the communication network 47, and the device communication unit 454. The setting unit 504 also transmits information regarding the demand control priority calculated in step S108 to the control unit 456 via the server communication unit 500, the communication network 47, and the device communication unit 454. After that, the processing of the setting unit 504 is completed.

[0103] As described above, the setting unit 504 sets the priority order for vehicles to be charged. Next, the vehicle charge / discharge control and demand control by program execution of the control unit 456 will be explained with reference to the flowchart in Figure 5. Note that the vehicle charge / discharge control and demand control programs are executed when the power of the management device 45 is turned on and the execution of the vehicle charge / discharge control and demand control programs is enabled in UI 502. Furthermore, the period from the start of processing in step S300 of the control unit 456 to the return to processing in step S300 is defined as the control cycle of the control unit 456.

[0104] In step S300, the control unit 456 acquires various information. Specifically, the control unit 456 acquires from the power acquisition unit 450 the current cumulative power consumption and the cumulative power consumption at the start of the demand time limit for charging the first vehicle 11, second vehicle 12, third vehicle 13, and fourth vehicle 14 and the power consumption of the building 90. The control unit 456 also acquires from the charge / discharge control unit 452 information regarding the charger 21 for the first vehicle, the charger 22 for the second vehicle, the charger / discharger 23 for the third vehicle, and the switch 44 for the fourth vehicle. Furthermore, the control unit 456 acquires from the setting unit 504 via the server communication unit 500, the communication network 47, and the device communication unit 454 information regarding the priority order of the vehicles to be charged, which is set by the setting unit 504.

[0105] In step S302, following step S300, the control unit 456 starts measuring time x.

[0106] In step S304, following step S302, the control unit 456 calculates the predicted power Pf using the information acquired in step S300.

[0107] Specifically, the control unit 456 substitutes the current cumulative power consumption and the cumulative power consumption at the start of the demand time limit, obtained in step S300, into the following relational equation (1-1). This allows the control unit 456 to calculate the current power demand P. In relational equation (1-1), Wn_sum is the current cumulative power consumption, and Wd_sum is the cumulative power consumption at the start of the demand time limit. 0.5 represents 0.5 hours.

[0108] Furthermore, the control unit 456 substitutes the current power demand P calculated above and the power demand P calculated in the previous control cycle into the following relational equation (1-2). This allows the control unit 456 to calculate the change in the cumulative power consumption ΔP at the current time. In relational equation (1-2), P(k) is the power demand P in the current control cycle, and P(k-1) is the power demand P in the previous control cycle.

[0109] Furthermore, the control unit 456 substitutes the current power demand P and change amount ΔP calculated above, the time for the control unit 456's control cycle, the demand time limit, and the elapsed time since the start of the demand time limit into the following relational equation (1-3). This allows the control unit 456 to calculate the predicted power Pf. In relational equation (1-3), Δt is the time for the control unit 456's control cycle, T is the demand time limit, and t is the elapsed time since the start of the demand time limit.

[0110] P=(Wn_sum-Wd_sum)÷0.5 ···(1-1) ΔP = P(k) - P(k-1) ... (1-2) Pf=P+{(ΔP / Δt)×(Tt)} ···(1-3)

[0111] In step S306, following step S304, the control unit 456 determines whether the predicted power Pf calculated in step S304 is greater than the target power Po. Based on this, the control unit 456 determines whether or not the demand value will be exceeded. The target power Po is, for example, 70-100% of the contracted power. The target power Po can be set arbitrarily by the user.

[0112] When the predicted power Pf is greater than the target power Po, the control unit 456 determines that an excess of the demand value will occur. At this point, the control unit 456 proceeds to step S310. Furthermore, when the predicted power Pf is less than or equal to the target power Po, the control unit 456 determines that an excess of the demand value will not occur. At this point, the control unit 456 proceeds to step S308.

[0113] In step S308, following step S306, the demand value is not exceeded. Therefore, the control unit 456 transmits a signal to the charge / discharge control unit 452 to charge based on the priority order of the vehicles to be charged, which was set by the setting unit 504 acquired in step S300. The charge / discharge control unit 452 transmits a signal to the first vehicle charger 21, the second vehicle charger 22, the third vehicle charger / discharger 23, and the fourth vehicle switch 44 to charge based on the priority order of the vehicles to be charged, which was set by the setting unit 504. As a result, charging is performed based on the priority order of the vehicles to be charged, which was set by the setting unit 504. After that, the control unit 456 returns to step S300.

[0114] In step S310, following step S306, since the demand value is exceeded, the control unit 456 calculates an adjustment power Pr to suppress the power consumption so that it does not exceed the target power Po.

[0115] Specifically, the control unit 456 substitutes the predicted power Pf calculated in step S304, the target power Po, the demand time, and the elapsed time since the start of the demand time into the following relational equation (2). Based on this, the control unit 456 calculates the adjusted power Pr. In relational equation (2), T is the demand time, and t is the elapsed time since the start of the demand time.

[0116] Pr = (Pf - Po) / (Tt) × T ... (2)

[0117] In step S312, following step S310, the control unit 456 determines whether the time x measured since step S302 is greater than the time threshold x_th. Based on this, the control unit 456 adjusts the timing for executing the demand control described later. The time threshold x_th is set through experiments, simulations, etc., to ensure that the demand control is executed appropriately.

[0118] Furthermore, when time x is less than or equal to the time threshold x_th, it is not an appropriate time to execute demand control. Therefore, the control unit 456 proceeds to step S304. Moreover, when time x is greater than the time threshold x_th, it is an appropriate time to execute demand control. Therefore, the control unit 456 proceeds to step S314.

[0119] In step S314, following step S312, the control unit 456 uses the information obtained in step S300 regarding the first vehicle charger 21, the second vehicle charger 22, the third vehicle charger / discharger 23, and the fourth vehicle switch 44. Based on this, the control unit 456 determines whether or not there is a charger or charger / discharger charging the vehicle. Based on this, the control unit 456 determines whether or not it can perform the demand control described later.

[0120] When there is a charger or charger / discharger charging the vehicle, the control unit 456 determines that it can perform the demand control described later, since the power consumption by the charger or charger / discharger can be suppressed. At this time, the control unit 456 proceeds to step S318. When there is no charger or charger / discharger charging the vehicle, the control unit 456 determines that it cannot perform the demand control described later. At this time, the control unit 456 proceeds to step S316.

[0121] In step S316, following step S314, the control unit 456 issues a warning using text display, sound, and light because it cannot perform the demand control described later. This allows the user to know that the power consumption by building 90 exceeds the contracted power and that there is no charger or charger / discharger charging the vehicle. In this case, the user reduces the power consumption by building 90 so that the power consumption does not exceed the contracted power. After that, the control unit 456 returns to step S300.

[0122] In step S318, following step S314, the control unit 456 calculates the content of the demand control.

[0123] Specifically, the control unit 456 uses the information regarding the first vehicle charger 21, the second vehicle charger 22, the third vehicle charger / discharger 23, and the fourth vehicle switch 44 acquired in step S300. The control unit 456 also uses the priority order set by the setting unit 504 acquired in step S300, which is information regarding the priority order of vehicles to be charged. Furthermore, the control unit 456 uses the adjustment power Pr calculated in step S310. Then, using this information, the control unit 456 calculates the power obtained by sequentially reducing the charging power of the chargers, starting with the vehicle with the highest priority for demand control, such that the power is equal to or greater than the adjustment power Pr. As a result, the control unit 456 calculates the content of the demand control.

[0124] Here, for example, as shown in Figure 6, let's assume that the demand control priority set in step S108 of the setting unit 504 is in the order of first vehicle 11, second vehicle 12, and third vehicle 13. Let's assume that the first vehicle 11 is being charged by the first vehicle charger 21. Let's assume that the second vehicle 12 is being charged by the second vehicle charger 22. Let's assume that the third vehicle 13 is being charged by the third vehicle charger / discharger 23. Let's assume that the current charging power of the first vehicle charger 21 is 6000W. Let's assume that the current charging power of the second vehicle charger 22 is 6000W. Let's assume that the current charging power of the third vehicle charger / discharger 23 is 6000W. Let's assume that the adjustment power Pr is 10000W.

[0125] In this case, if the current charging power of the first vehicle charger 21 is halved and the current charging power of the second vehicle charger 22 is also halved, the expected power reduction for each will be 3000W. However, the sum of the expected power reductions will be 6000W, which will not exceed the adjustment power Pr of 10000W. In contrast, when charging by the first vehicle charger 21 and the second vehicle charger 22 is stopped, the expected power reduction for each will be 6000W. Therefore, when charging by the first vehicle charger 21 and the second vehicle charger 22 is stopped, the sum of the expected power reductions will be 12000W, which will exceed the adjustment power Pr of 10000W. Note that the expected power reductions by the first vehicle charger 21 and the second vehicle charger 22 are the absolute values ​​of the decrease in charging power.

[0126] Therefore, at this time, the control unit 456 calculates that the charging by the first vehicle charger 21 and the second vehicle charger 22 should be stopped as part of the demand control.

[0127] Returning to the flowchart in Figure 5, in step S320 following step S318, the control unit 456 executes the demand control calculated in step S318.

[0128] In the above example, the control unit 456 transmits a signal to the charge / discharge control unit 452 to stop charging by the first vehicle charger 21 and the second vehicle charger 22. The charge / discharge control unit 452 transmits a signal to the first vehicle charger 21 to stop charging by the first vehicle charger 21. The charge / discharge control unit 452 also transmits a signal to the second vehicle charger 22 to stop charging by the second vehicle charger 22. Therefore, charging by the first vehicle charger 21 and the second vehicle charger 22 is stopped. As a result, the sum of the expected suppressed power, i.e., the power obtained by reducing the charging power, becomes equal to or greater than the adjusted power Pr. Therefore, power consumption is suppressed so as not to exceed the target power Po.

[0129] In step S322, following step S320, the control unit 456 checks whether the demand control performed in step S320 is being executed.

[0130] In the above example, the control unit 456 acquires the charging power of the first vehicle charger 21 from the first vehicle charger 21 via the charge / discharge control unit 452. Furthermore, the control unit 456 acquires the charging power of the second vehicle charger 22 from the second vehicle charger 22 via the charge / discharge control unit 452. Then, the control unit 456 checks whether these acquired charging powers are zero. This allows the control unit 456 to confirm whether charging by the first vehicle charger 21 and the second vehicle charger 22 has stopped. After that, the control unit 456 returns to step S300.

[0131] As described above, the control unit 456 performs vehicle charging / discharging control and demand control. Next, the breaker trip prevention process of the distribution board 30 by program execution of the control unit 456 will be explained with reference to the flowchart in Figure 7. Note that the breaker trip prevention process program for the distribution board 30 is executed when the power to the management device 45 is turned on and the execution of the breaker trip prevention process program for the distribution board 30 is enabled in UI 502.

[0132] In step S400, the control unit 456 acquires various information. Specifically, the control unit 456 acquires the current consumption by the charging of the first vehicle 11, second vehicle 12, third vehicle 13, and fourth vehicle 14 and the building 90 from the power acquisition unit 450. The control unit 456 also acquires information regarding the charger 21 for the first vehicle, the charger 22 for the second vehicle, the charger / discharger 23 for the third vehicle, and the switch 44 for the fourth vehicle from the charge / discharge control unit 452. Furthermore, the control unit 456 acquires information regarding the priority order of the vehicles to be charged, which is set by the setting unit 504, from the setting unit 504 via the server communication unit 500, the communication network 47, and the device communication unit 454.

[0133] In step S402, following step S400, the control unit 456 determines whether the current consumption obtained in step S400 is below the warning threshold. Based on this, the control unit 456 determines whether or not there is a possibility of a circuit breaker trip in the distribution board 30. The warning threshold is set through experiments, simulations, etc., so that it is possible to determine whether or not there is a possibility of a circuit breaker trip in the distribution board 30.

[0134] When the current consumption is below the warning threshold, the control unit 456 determines that there is no possibility of a circuit breaker trip in the distribution board 30. At this point, the control unit 456 proceeds to step S418. When the current consumption is above the warning threshold, the control unit 456 determines that there is a possibility of a circuit breaker trip in the distribution board 30. At this point, the control unit 456 proceeds to step S404.

[0135] In step S404, following step S402, the control unit 456 determines whether the current consumption obtained in step S400 is less than the target threshold. Based on this, the control unit 456 determines whether there is a high probability of a circuit breaker trip in the distribution board 30. The target threshold is a value greater than the warning threshold and is set by the contracted current, etc.

[0136] When the current consumption is above the target threshold, the control unit 456 determines that there is a high probability that the circuit breaker of the distribution board 30 will trip. At this point, the control unit 456 proceeds to step S408. Furthermore, when the current consumption is below the target threshold, the control unit 456 determines that there is a low probability that the circuit breaker of the distribution board 30 will trip. At this point, the control unit 456 proceeds to step S406.

[0137] In step S406, following step S404, the current consumption is above the warning threshold but below the target threshold, meaning that a circuit breaker trip of the distribution board 30 is possible, but unlikely. Therefore, at this time, the control unit 456 changes its state to warning. At this time, the control unit 456 also issues a warning using text display, sound, and light. This allows the user to know that a circuit breaker trip of the distribution board 30 is possible. After that, the processing of the control unit 456 returns to step S400.

[0138] In step S408, following step S404, there is a high probability that the circuit breaker of the distribution board 30 will trip because the current consumption is above the target threshold. Therefore, at this time, the control unit 456 is set to the state of the control unit 456.

[0139] In step S410, following step S408, the control unit 456 substitutes the current consumption, the warning threshold, and the voltage of the distribution board 30 obtained in step S400 into the following relational equation (3). Based on this, the control unit 456 calculates the breaker trip prevention adjustment power Pr_b. In relational equation (3), Ic is the current consumption, Iw is the warning threshold, and Vr is the voltage of the distribution board 30, for example, 100V or 200V.

[0140] Pr_b=(Ic-Iw)×Vr ···(3)

[0141] In step S412, following step S410, the control unit 456 resets the recovery time, which will be described later. For example, the control unit 456 sets the recovery time to zero.

[0142] In step S414, following step S412, the control unit 456 calculates the details of the breaker trip prevention process for the distribution board 30.

[0143] Specifically, the control unit 456 uses the information obtained in step S400 regarding the first vehicle charger 21, the second vehicle charger 22, the third vehicle charger / discharger 23, and the fourth vehicle switch 44. Furthermore, the control unit 456 uses the priority order set by the setting unit 504, obtained in step S400, which is information regarding the priority order of vehicles to be charged. The control unit 456 also uses the breaker trip prevention adjustment power Pr_b calculated in step S410. Then, using this information, the control unit 456 calculates the power obtained by sequentially reducing the charging power of the chargers, starting with the vehicle with the highest priority in the demand control order, such that the power is equal to or greater than the breaker trip prevention adjustment power Pr_b. As a result, the control unit 456 calculates the content of the breaker trip prevention process of the distribution board 30.

[0144] Here, for example, as shown in Figure 6, let's assume that the demand control priority set in step S108 of the setting unit 504 is in the order of first vehicle 11, second vehicle 12, and third vehicle 13. Let's assume that the first vehicle 11 is being charged by the first vehicle charger 21. Let's assume that the second vehicle 12 is being charged by the second vehicle charger 22. Let's assume that the third vehicle 13 is being charged by the third vehicle charger / discharger 23. Let's assume that the current charging power of the first vehicle charger 21 is 6000W. Let's assume that the current charging power of the second vehicle charger 22 is 6000W. Let's assume that the current charging power of the third vehicle charger / discharger 23 is 6000W. Let's assume that the breaker trip prevention adjustment power Pr_b is 10000W.

[0145] In this case, when charging by the first vehicle charger 21 and the second vehicle charger 22 is stopped, the estimated power reduction for each is 6000W. Therefore, when charging by the first vehicle charger 21 and the second vehicle charger 22 is stopped, the sum of the estimated power reductions is 12000W, which is greater than or equal to the breaker trip prevention adjustment power Pr_b of 10000W. Note that the estimated power reductions by the first vehicle charger 21 and the second vehicle charger 22 are the absolute values ​​of the decrease in charging power.

[0146] Therefore, at this time, the control unit 456 calculates that stopping charging by the first vehicle charger 21 and the second vehicle charger 22 is the content of the breaker trip prevention process.

[0147] Returning to the flowchart in Figure 7, in step S416 following step S414, the control unit 456 executes the contents of the breaker trip prevention process for the distribution board 30 calculated in step S414.

[0148] In the above example, the control unit 456 sends a signal to the charge / discharge control unit 452 to stop charging by the first vehicle charger 21 and the second vehicle charger 22. The charge / discharge control unit 452 sends a signal to the first vehicle charger 21 to stop charging by the first vehicle charger 21. Furthermore, the charge / discharge control unit 452 sends a signal to the second vehicle charger 22 to stop charging by the second vehicle charger 22. Therefore, charging by the first vehicle charger 21 and the second vehicle charger 22 is stopped. As a result, the sum of the expected suppressed power, i.e., the power obtained by reducing the charging power, becomes equal to or greater than the breaker trip prevention adjustment power Pr_b. Therefore, the current consumption is suppressed so as not to exceed the target threshold. Therefore, a breaker trip of the distribution board 30 is prevented. After that, the processing of the control unit 456 returns to step S400.

[0149] In step S418, following step S402, since the current consumption is below the warning threshold, there is no possibility of the circuit breaker of the distribution board 30 tripping. At this time, the control unit 456 determines whether the state of the control unit 456 is in the process of step S408.

[0150] When the state of the control unit 456 is active, the processing of the control unit 456 proceeds to step S422. When the state of the control unit 456 is not active, the processing of the control unit 456 proceeds to step S420.

[0151] In step S420, following step S418, since the current consumption is below the warning threshold, there is no possibility of the breaker tripping of the distribution board 30, and the state of the control unit 456 is not in an active state, the control unit 456 is set to normal. After that, the processing of the control unit 456 returns to step S400.

[0152] Here, the control unit 456 has a recovery time set so that even if the current consumption falls from above the target threshold to below the warning threshold, the state of the control unit 456 does not immediately transition from "occurring" to "normal". The recovery time corresponds to the time during which the state of being below the warning threshold is maintained after the current consumption falls from above the target threshold to below the warning threshold.

[0153] Therefore, in step S422 following step S418, the control unit 456 determines whether or not it is measuring the recovery time.

[0154] If the recovery time has been measured, the control unit 456 proceeds to step S426. Furthermore, if the recovery time has not been measured, since the current consumption has just fallen from above the target threshold to below the warning threshold, the control unit 456 proceeds to step S424 in order to measure the recovery time.

[0155] In step S424, following step S422, the control unit 456 starts measuring the recovery time. After that, the control unit 456 returns to step S400.

[0156] In step S426, following step S422, the control unit 456 determines whether the measured recovery time is greater than the recovery time threshold. Based on this, the control unit 456 determines whether it is permissible to stop the breaker trip prevention process of the distribution board 30. The recovery time threshold is set through experiments, simulations, etc., so as to determine whether it is permissible to stop the breaker trip prevention process of the distribution board 30.

[0157] If the recovery time is less than or equal to the recovery time threshold, the control unit 456 determines that it is not appropriate to stop the breaker trip prevention process of the distribution board 30. At this point, the control unit 456 returns to step S400. If the recovery time is greater than the recovery time threshold, the control unit 456 determines that it is acceptable to stop the breaker trip prevention process of the distribution board 30. At this point, the control unit 456 proceeds to step S428.

[0158] In step S428, following step S426, the control unit 456 stops the breaker trip prevention process that was being performed in step S416.

[0159] In the above example, since charging by the first vehicle charger 21 and the second vehicle charger 22 had been stopped, the control unit 456 sends a signal to the charge / discharge control unit 452 to start charging by the first vehicle charger 21 and the second vehicle charger 22. The charge / discharge control unit 452 sends a signal to the first vehicle charger 21 to start charging by the first vehicle charger 21. Furthermore, the charge / discharge control unit 452 sends a signal to the second vehicle charger 22 to start charging by the second vehicle charger 22. Therefore, charging by the first vehicle charger 21 and the second vehicle charger 22 is resumed.

[0160] In step S430, following step S428, the control unit 456 stops measuring the recovery time. The control unit 456 also resets the recovery time. For example, the control unit 456 sets the recovery time to zero.

[0161] In step S432, following step S430, since the current consumption has fallen from above the target threshold to below the warning threshold and remains below the warning threshold, the control unit 456 changes its state from "on" to "normal". After that, the processing of the control unit 456 returns to step S400.

[0162] As described above, the control unit 456 performs a breaker trip prevention process for the distribution board 30. Next, it will be explained how the charging control system 10, which executes the charging control program of this embodiment, suppresses a decrease in user convenience.

[0163] In the vehicle charging system described in Patent Document 1, the priority of vehicles to be charged is assigned based on the amount of charge. However, if the user makes a reservation, the priority of vehicles to be charged is not assigned. As a result, it is difficult for the user to make decisions, and user convenience is reduced.

[0164] In contrast, the charging control system 10 of this embodiment comprises a setting unit 504 and a control unit 456. The setting unit 504 acts as an acquisition unit that acquires a value related to the charging start time, the cumulative charging power Wc_sum for a predetermined period in the charger, and information related to user reservations. The setting unit 504 also sets the priority order of vehicles to be charged based on this acquired information. Specifically, when a vehicle to be charged is reserved by a user, the setting unit 504 sets the priority of the reserved vehicle to the highest level. Furthermore, the control unit 456 charges the vehicles based on the priority order set by the setting unit 504. Specifically, when the predicted power Pf is less than the target power Po, the control unit 456 charges the vehicles in the order of priority set by the setting unit 504.

[0165] This allows for the prioritization of vehicles for charging by using user reservation information, making it easier for users to manage their own needs. Therefore, a decrease in user convenience is minimized.

[0166] Furthermore, the charging control system 10 of the first embodiment also provides the following effects.

[0167] [1] Vehicles such as the first vehicle 11, the second vehicle 12, the third vehicle 13, and the fourth vehicle 14 are pre-registered by the user. The setting unit 504 then processes conditions E_01, E_02, and loop L2. As a result, the setting unit 504 sets the priority of the pre-registered vehicles higher than the priority set based on the charging start time and the cumulative charging energy Wc_sum, and lower than the priority set based on the reservation information.

[0168] This system, which utilizes user-provided vehicle pre-registration, prioritizes vehicles for charging, making it easier for users to manage their time and effort. Therefore, any decrease in user convenience is minimized.

[0169] [2] The setting unit 504 sets the priority of vehicles to be charged based on the remaining battery state of charge (SOC), the amount of charge, and the total amount of charge for a predetermined period (Wc_total) for each user.

[0170] This makes it easier for vehicles to require charging. As a result, the decrease in user convenience is minimized, and it becomes easier to ensure that vehicles have sufficient charge.

[0171] [3] When the predicted power Pf is greater than the target power Po, the control unit 456 charges the vehicle based on the priority order for demand control. The predicted power Pf is the power obtained from the demand power P, the change amount ΔP, the time for the control cycle of the control unit 456, the demand time limit, and the elapsed time from the start of the demand time limit. The demand power P and the change amount ΔP correspond to the values ​​related to the power consumption by the vehicle charging and the building 90. The time for the control cycle of the control unit 456, the demand time limit, and the elapsed time from the start of the demand time limit correspond to predetermined times. The priority order for demand control corresponds to the reverse order of the priority order set by the setting unit 504.

[0172] This allows vehicles with lower charging priority to be targeted for demand control. As a result, demand control by the control unit 456 becomes easier.

[0173] [4] The control unit 456 reduces the charging power of the charger that charges the vehicle with the highest priority among the demand priority groups, in order, so that the power obtained is equal to or greater than the adjusted power Pr. The adjusted power Pr is the power obtained from the predicted power Pf, the target power Po, the demand time limit, and the elapsed time from the start of the demand time limit.

[0174] This ensures that vehicle charging and building power consumption do not exceed the contracted power, while also making it easier to secure sufficient charge for vehicles that need charging.

[0175] [5] The control unit 456 acts as a warning unit that issues a warning when the predicted power Pf is greater than the target power Po and there is no charger charging the vehicle.

[0176] This allows the user to know that, if left as is, the power consumption by building 90 will exceed the contracted power, and that there is no charger or charger / discharger available to charge the vehicle.

[0177] [6] When the current consumption is greater than or equal to the target threshold, the control unit 456 reduces the power obtained by sequentially reducing the charging power of the charger charging the vehicle with the highest priority among the demand control priority groups, starting from the vehicle charging the vehicle, to be greater than or equal to the breaker trip prevention adjustment power Pr_b. The current consumption is the current consumed by the vehicle charging and the building 90. The breaker trip prevention adjustment power Pr_b is the power obtained from the current consumption, the warning threshold, and the voltage of the distribution board 30. The warning threshold is a value smaller than the target threshold.

[0178] This suppresses the current consumption to below the warning threshold. As a result, it is possible to prevent the circuit breaker in the distribution panel 30 from tripping.

[0179] (Second Embodiment) In the second embodiment, the calculation of the demand control content in step S318 of the control unit 456 and the calculation of the breaker trip prevention process for the distribution board 30 in step S414 of the control unit 456 differ from those in the first embodiment. Otherwise, it is the same as the first embodiment.

[0180] Here, for example, as shown in Figure 8, let's assume that the demand control priority set in step S108 of the setting unit 504 is in the order of third vehicle 13, second vehicle 12, and first vehicle 11. Let's assume that the first vehicle 11 is being charged by the first vehicle charger 21. Let's assume that the second vehicle 12 is being charged by the second vehicle charger 22. Let's assume that the third vehicle 13 is being charged by the third vehicle charger / discharger 23. Let's assume that the current charging power of the first vehicle charger 21 is 6000W. Let's assume that the current charging power of the second vehicle charger 22 is 6000W. Let's assume that the current charging power of the third vehicle charger / discharger 23 is 6000W. Let's assume that the adjustment power Pr is 10000W. Let's assume that the breaker trip prevention adjustment power Pr_b is 10000W.

[0181] In this case, if the charging by the third vehicle charger / discharger 23 is changed to discharging, the expected suppression power will be 9000W. Furthermore, if the charging power of the second vehicle charger 22 is halved, the expected suppression power will be 3000W. Therefore, when the charging by the third vehicle charger / discharger 23 is changed to discharging and the charging power of the second vehicle charger 22 is halved, the sum of the expected suppression power will be 12000W, which is greater than or equal to the adjustment power Pr of 10000W. Also, at this time, the sum of the expected suppression power will be greater than or equal to the breaker trip prevention adjustment power Pr_b of 10000W. Note that the expected suppression power by the third vehicle charger / discharger 23 is the sum of the absolute value of the decrease in charging power and the absolute value of the increase in discharge power.

[0182] Therefore, in step S318, the control unit 456 calculates that the demand control will change the charging by the third vehicle charger / discharger 23 to a discharge and halve the charging power of the second vehicle charger 22.

[0183] Furthermore, in step S414, the control unit 456 calculates that the content of the circuit breaker trip prevention process for the distribution board 30 is to change the charging by the third vehicle charger / discharger 23 to a discharge and to halve the charging power of the second vehicle charger 22.

[0184] As described above, in the second embodiment, the control unit 456 of the charge control system 10 includes increasing the discharge power of the charger or charge / discharger, in addition to reducing the charging power of the charger or charge / discharger, as part of the demand control and the breaker trip prevention process of the distribution board 30. This second embodiment also achieves the same effects as the first embodiment.

[0185] (Other embodiments) This disclosure is not limited to the embodiments described above, and modifications can be made to these embodiments as appropriate. Furthermore, it goes without saying that, in each of the embodiments described above, the elements constituting the embodiment are not necessarily essential, except in cases where they are explicitly stated to be particularly essential or where they are clearly considered essential in principle.

[0186] The acquisition unit, setting unit, control unit, warning unit and method described in this disclosure may be implemented by a dedicated computer provided by configuring a processor and memory programmed to perform one or more functions embodied by a computer program. Alternatively, the acquisition unit, setting unit, control unit, warning unit and method described in this disclosure may be implemented by a dedicated computer provided by configuring a processor by one or more dedicated hardware logic circuits. Alternatively, the acquisition unit, setting unit, control unit, warning unit and method described in this disclosure may be implemented by one or more dedicated computers configured by a combination of a processor and memory programmed to perform one or more functions and a processor configured by one or more hardware logic circuits. Furthermore, the computer program may be stored as instructions executed by the computer on a computer-readable non-transitional tangible recording medium.

[0187] In each of the above embodiments, the control unit 456 issues a warning when the predicted power Pf is greater than the target power Po, time x is greater than the time threshold x_th, and there is no charger or charger / discharger charging the vehicle. However, the timing at which the control unit 456 issues a warning is not limited to these conditions. For example, the control unit 456 may also issue a warning when the predicted power Pf is greater than or equal to the warning power Pa but less than the target power Po. This allows the user to know that, if left unchecked, the power consumption by the vehicle and the building 90 will exceed the contracted power. The warning power Pa is a value smaller than the target power Po and is set according to the contracted power, etc.

[0188] In each of the above embodiments, the current charging power is used in calculating the content of the demand control in step S318 of the control unit 456. Alternatively, the maximum charging power may be used instead of the current charging power. The maximum charging power is the maximum value of the charging power determined by the performance of the charger or charger / discharger.

[0189] In each of the above embodiments, the charging control system 10 includes a first vehicle 11, a second vehicle 12, a third vehicle 13, and a fourth vehicle 14. However, the number of vehicles included in the charging control system 10 is not limited to four. The number of vehicles included in the charging control system 10 may be one, two, three, or five or more.

[0190] In each of the above embodiments, the first condition includes conditions P_01, P_02, P_03, P_04, P_05, and P_06. The conditions included in the first condition may be changed and added to. This means that the conditions for the first automatic setting and the second automatic setting may be changed and added to. The second condition includes conditions E_01 and E_02. The conditions included in the second condition may be changed and added to. [Explanation of symbols]

[0191] 10. Charging control system 45 Management device 456 Control Unit 50 servers 504 Settings Section 90 buildings

Claims

1. A charging control system for use in a building (90), comprising multiple chargers (21, 22, 23, 24, 44) for charging vehicles (11, 12, 13, 14), An acquisition unit (S100) acquires a value relating to the charging start time, which is the time when charging of the vehicle began, a value relating to the cumulative amount of charging power (Wc_sum) of the charger over a predetermined period, and information relating to the user reservation of the charging control system. A setting unit (504) sets the priority order of the vehicles to be charged based on the value relating to the charging start time, the value relating to the cumulative amount of charging power, and the reservation information, A control unit (456) that charges the vehicle based on the priority set by the setting unit, A charging control system equipped with the following features.

2. The charging control system according to claim 1, wherein the setting unit sets the priority of the reserved vehicle to the highest level when the vehicle to be charged is reserved by the user.

3. The charging control system according to claim 1 or 2, wherein the setting unit is configured to register the vehicle in advance by the user, and to set the priority of the pre-registered vehicle higher than the priority set based on the value relating to the charging start time and the value relating to the cumulative charging power, and lower than the priority set based on the reservation information.

4. The charging control system according to claim 1 or 2, wherein the setting unit sets the priority order of vehicles to be charged based on the remaining battery charge (SOC) of the vehicles.

5. The charging control system according to claim 1 or 2, wherein the setting unit sets the priority order of the vehicles to be charged based on the amount of charging power since charging by the charger has started.

6. The charging control system according to claim 1 or 2, wherein the setting unit sets the priority order of vehicles to be charged based on the total amount of charging power (Wc_total) for a predetermined period for each user.

7. The charging control system according to claim 1 or 2, wherein the control unit causes the vehicle to charge in the order of priority set by the setting unit when the predicted power (Pf) obtained from the values ​​(P, ΔP) related to the charging of the vehicle and the power consumption by the building and a predetermined time (T, t, Δt) is less than or equal to the target power (Po).

8. The charging control system according to claim 7, wherein the control unit causes the vehicle to charge based on a priority order reversed from the priority order set by the setting unit when the predicted power is greater than the target power.

9. The charging control system according to claim 8, wherein the control unit reduces the charging power of the charger that is charging the vehicle, starting from the charging power of the charger that is charging the vehicle with the highest priority in the reverse order of the priority set by the setting unit, so that the power obtained is equal to or greater than the adjusted power (Pr) obtained from the predicted power, the target power, and the predetermined time.

10. The charging control system further comprises a charger / discharger (23) that charges the vehicle and discharges the vehicle, The charging control system according to claim 9, wherein the control unit makes the sum of the power obtained by reducing the charging power and the power obtained by increasing the discharge power of the charger / discharger equal to or greater than the adjustment power (Pf).

11. The charging control system according to claim 8, further comprising a warning unit (S316) that issues a warning when there is no charger charging the vehicle.

12. The charging control system according to claim 8, further comprising a warning unit that issues a warning when the predicted power is greater than or equal to a warning power (Pa) that is less than the target power.

13. The charging control system further comprises a distribution board (30), The charging control system according to claim 1 or 2, wherein when the current consumption (Ic) due to the charging of the vehicle and the building is greater than or equal to a target threshold, the control unit reduces the power obtained by sequentially decreasing the charging power of the charger charging the vehicle, starting from the charger charging the vehicle with the highest priority in the reverse order of the priority set by the setting unit, to be greater than or equal to the adjusted power (Pr_b) obtained from the current consumption, a warning threshold (Iw) smaller than the target threshold, and the voltage (Vr) of the distribution board.

14. The charging control system further comprises a charger / discharger (23) that charges the vehicle and discharges the vehicle, The charging control system according to claim 13, wherein when the control unit is equal to or greater than the target threshold, it causes the sum of the power obtained by reducing the charging power and the power obtained by increasing the discharge power of the charger / discharger to be equal to or greater than the adjustment power.

15. It is a charging control program, The building (90) is equipped with multiple chargers (21, 22, 23, 24, 44) for charging vehicles (11, 12, 13, 14), and also has a charging control system. An acquisition unit (S100) acquires a value relating to the charging start time, which is the time when charging of the vehicle began, a value relating to the cumulative amount of charging power (Wc_sum) of the charger over a predetermined period, and information relating to the user reservation of the charging control system. A setting unit (504) sets the priority order for charging the vehicle based on the value relating to the charging start time, the value relating to the cumulative charging power, and the reservation information, and A charging control program that functions as a control unit (456) for charging the vehicle based on the priority set by the setting unit.

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