Electricity supply and demand control system

Abstract

To provide a power supply and demand control system in which a storage battery installed in an electric vehicle is more effectively used.SOLUTION: A power supply and demand control system 1 includes a wireless charger / discharger 41, an EMS 2, and an operation management server 3. The wireless charger / discharger 41 is disposed on a road, and charges / discharges wirelessly a traveling electric automobile 5 having an on-vehicle storage battery 51 installed therein. The EMS 2 acquires, by units of prescribed areas, power supply and demand information D1 that includes information about a supply amount of power including power generated by a renewable energy generation facility 6, and information about a demand power amount of a demand facility 8. The operation management server 3 acquires, from the electric automobile 5, vehicle information D3 that includes positional information and charge state information on the electric automobile. The EMS 2 acquires the power supply and demand information D1 and the vehicle information D3, and controls a charging / discharging operation of the wireless charger / discharger 41 and the electric automobile 5.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a system for controlling power supply and demand on a regional basis by utilizing wireless charging and discharging of electric vehicles while they are in motion. [Background technology]

[0002] With the trend of declaring "carbon neutrality by 2050," it is expected that power generation facilities using renewable energy will be expanded. As solar power is the most promising renewable energy, it is expected that surplus electricity will be generated during the daytime due to the expansion of solar power generation facilities. Therefore, it is desirable to build a system to effectively utilize (consume) surplus electricity. One way to utilize it is to install stationary storage batteries and charge and discharge the surplus electricity. Furthermore, Patent Document 1 discloses a system that controls the charging and discharging of the storage batteries of parked electric vehicles connected to charging equipment by cable, thereby leveling out the supply and demand of electricity. There is also a system that wirelessly supplies power to the storage batteries of electric vehicles (Patent Document 2). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] International Publication No. 2012 / 017937 [Patent Document 2] Patent Publication No. 2021-48677 Summary of the Invention [Problem to be solved by the invention]

[0004] However, the installation of stationary storage batteries requires a great deal of cost for procuring the equipment, securing the installation location, maintenance, etc. Therefore, there is a problem in terms of cost when installing more stationary storage batteries in conjunction with the expansion of renewable energy power generation facilities. The system of Patent Document 1 is advantageous in terms of cost because it utilizes the storage batteries of existing electric vehicles. However, since it is premised on the electric vehicles being connected to the charging and discharging equipment, the locations and times at which charging and discharging can be performed are naturally limited. This causes a problem in that it is difficult to effectively utilize the generated power of the renewable energy power generation facilities and equalize the supply and demand of electricity.

[0005] An object of the present invention is to provide an electric power supply and demand control system that makes more effective use of a storage battery mounted on an electric vehicle. [Means for solving the problem]

[0006] An electric power supply and demand control system according to one aspect of the present invention includes a wireless charger / discharger that is arranged on a road on which vehicles travel and that can wirelessly charge and discharge a traveling vehicle equipped with a rechargeable and dischargeable storage battery, a first server that acquires electric power supply and demand information including information on the supply amount of electric power including power generated from renewable energy and information on the demand amount of electric power by demand facilities in a predetermined regional division unit, a second server that acquires vehicle information from the vehicle including position information of the vehicle and charging state information of the storage battery, and a second server that acquires the electric power supply and demand information from the first server and transmits the vehicle information from the second server. and a control unit that acquires the power supply and demand information and controls the operation of the wireless charger / discharger, wherein the control unit grasps the relationship between the supply and demand within the area division based on the power supply and demand information, and identifies vehicles that are present within the area division and are capable of charging and discharging the storage battery based on the vehicle information, and if the supply amount exceeds the demand amount, causes the wireless charger / discharger to perform a charging operation on the storage battery of the vehicle traveling within the area division, and if the supply amount is below the demand amount, causes the wireless charger / discharger to perform a discharging operation to discharge the storage battery of the vehicle traveling within the area division.

[0007] According to this power supply and demand control system, a vehicle equipped with a storage battery traveling on a road is charged and discharged using a wireless charger / discharger installed on the road. Therefore, the charging and discharging position of the vehicle storage battery is not fixed, and more detailed control can be performed by controlling the power supply and demand in a predetermined area division. Based on the power supply and demand information acquired by the first server, the surplus or shortage of power generated based on renewable energy in the area division can be grasped. Also, based on the vehicle information acquired by the second server, the storage battery-equipped vehicles existing in the area division and charging state information can be grasped. From the power supply and demand information, the control unit grasps the relationship between the supply and demand of power in the area division, and causes the wireless charger / discharger to charge or discharge the vehicle traveling in the area division. Therefore, according to this system, the storage battery of the traveling vehicle can be effectively utilized, and the power supply and demand control can be flexibly performed in the unit of a specific area division.

[0008] In the above-mentioned power supply and demand control system, the control unit adjusts the supply amount and the demand amount during the charging or discharging operation by the wireless charger / discharger within a certain regional division, and if the adjustment is not sufficient, it is desirable to execute power exchange from the certain regional division to another regional division, or from the other regional division to the certain regional division.

[0009] According to this power supply and demand control system, when it is difficult to adjust the power supply and demand within one area, power is shared among multiple area sections. Therefore, even if it is difficult to equalize the supply and demand in a single area section, it is possible to execute appropriate power supply and demand control by coordinating with other area sections.

[0010] In the above-mentioned power supply and demand control system, the wireless charger / discharger is installed near an intersection of a road equipped with traffic signals, and the control unit can control an area including a plurality of signalized intersections where a group of consecutive traffic signals on a single route that are subject to a single system control are installed, and their surrounding areas, as one regional division.

[0011] When a wireless charger / discharger is used to charge and discharge a vehicle storage battery, a large difference occurs in the amount of charge and discharge between a moving vehicle and a stopped vehicle. A series of traffic signals subject to a single system control performs synchronous signal display that is time-related. In other words, in the area of ​​the system control, vehicles tend to be clearly divided into two groups: a group of vehicles passing through an intersection and a group of vehicles stopped at the intersection. This makes it easier to estimate the amount of charge and discharge between the wireless charger / discharger and the vehicle storage battery. Therefore, as in the above-mentioned power supply and demand control system, by controlling the area subject to a single system control as a single area division, the feasibility of appropriate power supply and demand control can be improved.

[0012] In the above-mentioned power supply and demand control system, it is desirable that the wireless charger / discharger is installed in each lane of a road forming an intersection near an intersection of a road equipped with a traffic signal, and the control unit performs control of the charging operation or the discharging operation by pairing the wireless charger / discharger that is respectively arranged in a driving lane in which vehicles are traveling and a stop lane in which vehicles are stopped during the same time period due to the traffic signal.

[0013] It is desirable that the power collected from the vehicle by the wireless charger / discharger or the power charged to the vehicle be as constant as possible. However, there is a large difference in the amount of charge / discharge between the wireless charger / discharger in the driving lane and the wireless charger / discharger in the stop lane. According to the above-mentioned power supply and demand control system, the wireless charger / discharger in the driving lane and the wireless charger / discharger in the stop lane are treated as a pair, so that the difference in the amount of charge / discharge can be compensated for. In other words, by pairing the wireless charger / dischargers, the amount of charge / discharge can be stabilized, and the ease of implementing power supply and demand control can be improved.

[0014] In the above-mentioned power supply and demand control system, it is preferable that the control unit collects actual values ​​of charging and discharging amounts based on the charging operation or the discharging operation performed between the wireless charger / discharger and the vehicle during a certain period in the past, performs statistical processing on the actual values, derives predicted values ​​of the charging and discharging amounts required for each time period during a certain period in the future, and creates charging and discharging prediction data, and when the certain period in the future arrives, controls the operation of the wireless charger / discharger by referring to the charging and discharging prediction data.

[0015] According to this power supply and demand control system, charge and discharge prediction data for a certain period of the future is created based on actual values ​​for a certain period of the past. In the power supply and demand control to be performed thereafter, the charge and discharge prediction data can be used as a base. Therefore, the power supply and demand control can be simplified compared to the case where there is no data to serve as a control model.

[0016] In the above-mentioned power supply and demand control system, it is preferable that the first server further acquires charging state information of stationary battery equipment present within the area division, and the control unit further controls the charging operation or discharging operation of the battery equipment.

[0017] According to this electricity supply and demand control system, by further utilizing stationary storage battery facilities, it is possible to realize electricity supply and demand control with improved accuracy in leveling out supply and demand. Effect of the Invention

[0018] According to the present invention, it is possible to provide an electric power supply and demand control system that makes more effective use of a storage battery mounted on an electric vehicle. [Brief description of the drawings]

[0019] [Figure 1] FIG. 1 is a schematic diagram showing an overall hardware configuration of an electric power supply and demand control system according to an embodiment of the present invention. [Diagram 2] FIG. 2 is a block diagram showing a configuration of the power supply and demand control system. [Diagram 3] FIG. 3 is a block diagram showing a detailed configuration of the EMS. [Figure 4] FIG. 4 is a block diagram showing a detailed configuration of the fleet management server. [Diagram 5] FIG. 5 is a schematic diagram showing an example of regional divisions for power supply and demand control and power interchange. [Figure 6] FIG. 6 is a schematic diagram for explaining an example in which a group of traffic signals subject to coordinated control is used as an area division. [Figure 7] 7(A) to (C) are graphs showing a specific example of power supply and demand control. [Figure 8] 8(A) and (B) are schematic diagrams for explaining an example of derivation of charge / discharge prediction data. [Figure 9] 9(A) to 9(D) are schematic diagrams illustrating an example of pairing of wireless chargers and dischargers arranged in a driving lane and a stopping lane. [Figure 10] FIG. 10 is a flowchart showing an example of the control operation of the power supply and demand control system of this embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0020] [System hardware configuration] Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. Fig. 1 is a schematic diagram showing an overall hardware configuration of an electric power supply and demand control system 1 according to an embodiment of the present invention. The electric power supply and demand control system 1 includes an energy management system 2 (first server; hereinafter, abbreviated as EMS2), an operation management server 3 (second server), and an on-road charging / discharging device 4 including a wireless charger / discharger 41.

[0021] The EMS 2 is a server device owned by, for example, a resource aggregator. The EMS 2 has a function of collecting various information required for power supply and demand control to match the power supply amount with the power demand amount as closely as possible, and a function of controlling the charging and discharging operation of charging and discharging devices including the on-road charging and discharging device 4 via the fleet management server 3. The EMS 2 is capable of data communication with the fleet management server 3 via a communication line such as the Internet IN.

[0022] The traffic management server 3 is a server device capable of data communication via the Internet IN with electric vehicles 5 and on-road charging / discharging devices 4 traveling on the road, as well as with road traffic management devices, data suppliers, etc. The traffic management server 3 collects information on the electric vehicles 5 and on-road charging / discharging devices 4, as well as information necessary for road traffic management.

[0023] The on-road charging / discharging device 4 is installed, for example, at an appropriate location on a road on which various vehicles travel, and is a device that charges electric vehicles 5 (vehicles equipped with storage batteries) traveling or stopped on the road, or receives a discharge operation from the electric vehicles 5. The on-road charging / discharging device 4 is preferably installed near an intersection with traffic lights on a general road. This is because, in order to ensure appropriate charging / discharging power (charging / discharging time), it is desirable for the electric vehicles 5 to be stopped or traveling at a low speed, and at an intersection with traffic lights, such an operating state of the electric vehicles 5 can be expected.

[0024] The on-road charging / discharging device 4 includes a wireless charger / discharger 41 and a charge / discharge control device 43. The wireless charger / discharger 41 is a device that wirelessly charges and discharges a traveling electric vehicle 5 equipped with an on-board storage battery 51 capable of charging and discharging, without using an electric cable or a contact collecting electrode. The wireless charger / discharger 41 illustrated in Fig. 1 is a device that transmits power by a magnetic resonance method or the like, and includes a plurality of on-road power transmitting / receiving coils 42 that realize magnetic field coupling by the magnetic resonance. The on-road power transmitting / receiving coils 42 are laid on the road surface or buried in the road so that a plurality of them are lined up along the vehicle traveling direction.

[0025] The electric vehicle 5 includes an on-board power transmitting / receiving coil 52 electrically connected to an on-board storage battery 51. The on-board power transmitting / receiving coil 52 is also a coil for transmitting power by a magnetic field resonance method or the like. The on-board power transmitting / receiving coil 52 and the on-road power transmitting / receiving coil 42 included in the on-road charging / discharging device 4 function as a resonator to realize magnetic field resonance. That is, an alternating current of frequency f flows through one of the two coils 42, 52, and the magnetic field vibration generated thereby is transmitted to the other coil at the same frequency f, and a current is generated in the other coil by the electromagnetic induction phenomenon. Note that instead of the above-mentioned magnetic field resonance method, a wireless charger / discharger 41 that performs charging / discharging by a magnetic field coupling method may be adopted.

[0026] The charge / discharge control device 43 controls the charge / discharge operation of the wireless charger / discharger 41. The charge / discharge control device 43 controls the wireless charger / discharger 41 to perform charging or discharging operation with a predetermined power in accordance with the terminal voltage and current of the in-vehicle storage battery 51. In other words, the charge / discharge control device 43 controls the current flowing through the on-road power transmitting / receiving coil 42 so that power is transferred between the on-road power transmitting / receiving coil 42 and the in-vehicle power transmitting / receiving coil 52 at a predetermined charging / discharging power (charging / discharging current). The charge / discharge control device 43 also includes a communicator 44 having a communication function for communicating data with the fleet management server 3 via the Internet IN. The electric vehicle 5 also includes an in-vehicle communicator 53 for communicating data with the fleet management server 3 via the Internet IN.

[0027] The EMS 2 is capable of data communication with renewable energy power generation equipment 6, storage battery equipment 7, and demand equipment 8 via the Internet IN. The renewable energy power generation equipment 6 is equipment that generates power using renewable energy such as solar, wind, and geothermal energy, separate from thermal and nuclear power plants operated by large-scale power companies. Here, a solar power generation equipment 61 and a wind power generation equipment 62 are illustrated as examples of the renewable energy power generation equipment 6. The renewable energy power generation equipment 6 has a power generation equipment controller 63 equipped with a data communication function with the EMS 2. The power generation equipment controller 63 controls the power generated by the renewable energy power generation equipment 6.

[0028] The storage battery equipment 7 is equipment owned by individuals or businesses for purposes such as emergency power supply, sub-power supply, and power storage for private power generation equipment. The storage battery equipment 7 includes secondary batteries such as lead-acid batteries, nickel-metal hydride batteries, and lithium-ion batteries. In this embodiment, a conductive charger that charges the electric vehicle 5 via a wired connection is also treated as one of the storage battery equipment 7. In this case, the on-board storage battery 51 of the electric vehicle 5 connected to the conductive charger serves as the storage battery equipment. The storage battery equipment 7 includes a storage battery equipment controller 71 that has a function of data communication with the EMS 2.

[0029] The demand facility 8 is an electricity demand facility that consumes electricity, such as a building, a factory facility, a commercial facility, an apartment building, or an ordinary house, and receives electricity from an electric power company or the like via an electric power grid. As is well known, the electricity demand in the demand facility 8 can fluctuate greatly in some cases depending on time factors such as the time of day, day of the week, or week, seasonal factors, weather factors, and the like.

[0030] [System Electrical Configuration] Fig. 2 is a block diagram showing the electrical configuration of the power supply and demand control system 1. Between each block in Fig. 2, power supply routes are indicated by solid lines, and communication and control routes are indicated by dotted lines. The renewable energy power generation facility 6, the storage battery facility 7, the demand facility 8, and the road charging / discharging device 4 are connected to a power grid PG operated by a power company or the like.

[0031] The renewable energy power generation facility 6 is connected to the power system PG via a first power converter 11 and a first smart meter 13. The first power converter 11 is a power conditioner, and converts DC power generated by, for example, a solar power generation facility 61 into commercial AC power and supplies it to the power system PG. The first smart meter 13 is a watt-hour meter with a communication function, and records the amount of power generated by the renewable energy power generation facility 6 and supplied to the power system PG, and transmits the power amount data to the EMS 2. Similarly, the storage battery facility 7 is connected to the power system PG via a second power converter 12 and a second smart meter 14. The second power converter 12 converts DC power output from the storage battery facility 7 into commercial AC power and supplies it to the power system PG. The second smart meter 14 records the amount of power supplied from the storage battery facility 7 to the power system PG, and transmits the power amount data to the EMS 2. The demand facility 8 is connected to the power system PG via a third smart meter 15. The third smart meter 15 records the amount of power consumption in the demand facility 8 and transmits the power consumption data to the EMS 2 .

[0032] The road charging / discharging device 4 is connected to the power system PG via the fourth smart meter 16. The road charging / discharging device 4 charges the electric vehicle 5 through the wireless charger / discharger 41, while receiving discharge from the electric vehicle 5. In other words, the road charging / discharging device 4 has a dual nature of supplying charging power from the power system PG to the electric vehicle 5, while supplying discharged power from the on-board storage battery 51 of the electric vehicle 5 to the power system PG. For this reason, the fourth smart meter 16 records the power supplied from the power system PG to the electric vehicle 5 by supplying the charging power, and the power supplied to the power system PG based on the charging power, and transmits the power value data to the EMS 2.

[0033] The EMS2 acquires power supply and demand information D1 for each predetermined area division. The power supply and demand information D1 includes information on the amount of power supply including at least the power generated by the renewable energy power generation facility 6, information on the amount of power that can be supplied and the amount of power that can be consumed by the storage battery facility 7, and information on the amount of power demanded by the demand facility 8. Fig. 3 is a diagram showing an example of the power supply and demand information D1 collected by the EMS2 and a functional configuration of the EMS2. Here, an example is shown in which data is collected from the renewable energy power generation facility 6, the storage battery facility 7, the stationary storage battery facility 7A, the conductive charging facility 7B, and the demand facility 8 that are present in a certain area X, and from a weather data supplier DS1 that targets the area X.

[0034] The EMS2 acquires meteorological information, solar and wind power generation forecast information, and the like for the region X from the meteorological data supplier DS1. The meteorological information is used to predict the amount of power demand in the demand facility 8, since it is related to the amount of power used by air conditioners, for example. The solar and wind power generation forecast information is information created based on forecast values ​​for fine weather conditions and wind direction and force, and is used to predict the power generation amount of the renewable energy power generation facility 6.

[0035] Information such as the power generation facility ID, location information, power generation facility capacity [kW], and generated power [kW] is acquired from the renewable energy power generation facility 6. The power generation facility ID is a unique identification symbol given to each renewable energy power generation facility 6 (such as the solar power generation facility 61 and the wind power generation facility 62). The location information is longitude and latitude information indicating the location of the renewable energy power generation facility 6. Based on the location information, the EMS 2 recognizes whether the renewable energy power generation facility 6 is a facility located in the region X. The power generation facility capacity and the generated power are information indicating the possible power generation and current generated power of the renewable energy power generation facility 6, respectively.

[0036] As the storage battery equipment 7, a stationary storage battery equipment 7A and a conductive charging equipment 7B are illustrated. From these storage battery equipment 7, information such as a storage battery ID, location information, storage battery equipment capacity [kW / kWh], storage battery charge amount [%], and charging / discharging power [kW] is acquired. The storage battery ID is a unique identification code assigned to each storage battery equipment 7 such as the stationary storage battery equipment 7A and the conductive charging equipment 7B. The location information is longitude and latitude information indicating the location of the storage battery equipment 7, and is information for identifying which regional division the storage battery equipment 7 belongs to. The storage battery equipment capacity is the capacity that the storage battery equipped in the storage battery equipment 7 can store. The storage battery charge amount (SOC) is information indicating the current charging state of the storage battery equipment 7. The charging / discharging power is the current charging power or supply (discharging) power of the storage battery equipment 7.

[0037] Information such as the demand facility ID, location information, demand facility capacity [kW], and power consumption [kW] is acquired from the demand facility 8. The demand facility ID is a unique identification code assigned to each consumer. The location information is longitude and latitude information indicating the location of the demand facility 8, and is information for identifying which regional division the demand facility 8 belongs to. The demand facility capacity is the total load capacity of the electrical equipment equipped in the demand facility 8. The power consumption is the power value currently being used in the demand facility 8.

[0038] The EMS2 includes a road map DB21, a weather information DB22, a power generation facility DB23, a demand facility DB24, and a battery management DB25 as functional units for collecting various information including the power supply and demand information D1. The road map DB21 stores road map information for the area covered by the EMS2 as the target area for data collection. The weather information DB22 stores weather information and solar and wind power generation forecast information acquired from the weather data supplier DS1. The power generation facility DB23 stores power generation information of the renewable energy power generation facility 6. The demand facility DB24 stores power demand information of the demand facility. The battery management DB25 stores charge and discharge information of the stationary battery facility 7A and the conductive charging facility 7B.

[0039] The EMS 2 includes, as control function parts, an electric power supply and demand control part 26 (control unit), a charge and discharge record DB 27, and a statistical processing part 28. The electric power supply and demand control part 26 executes electric power supply and demand control for adjusting the electric power generated by the power generation facilities including the renewable energy power generation facilities 6, the electric power supplied or charged from the storage battery facilities 7, and the electric power consumed by the demand facilities 8 so that the electric power supply amount and the electric power demand amount match. In this embodiment, in the electric power supply and demand control, the electric power supply and demand control part 26 also performs charge and discharge control of the on-road charge and discharge device 4 through the traffic management server 3. In this charge and discharge control, the operation of the wireless charger and discharger 41, i.e., the charging operation or discharging operation of the wireless charger and discharger 41 is controlled by referring to the electric power supply and demand information D1 acquired by the EMS 2, the charging and discharging information D2 of the wireless charger and discharger 41 acquired by the traffic management server 3 described below, the vehicle information D3 of the electric vehicle 5, and the road traffic information D4.

[0040] The charge / discharge record DB 27 stores the record of the charging or discharging operation performed by the wireless charger / discharger 41, i.e., the record value of the charging / discharging power, in association with the date and time. The statistical processing unit 28 performs statistical processing using the record value of the charging / discharging power stored in the charge / discharge record DB 27, derives the predicted values ​​of the charging power and discharging power required for each time period in a certain future period, and creates the charging / discharging prediction data. A specific example of this will be described later with reference to FIG. 8.

[0041] 2, the traffic management server 3 acquires, for each predetermined area division, charging / discharging information D2 of the wireless charger / discharger from the charging / discharging control device 43 of the on-road charging / discharging device 4, vehicle information D3 from the on-board communication device 53 of the electric vehicle 5, and road traffic information D4. In addition, the traffic management server 3 acquires information related to traffic lights from a traffic signal control device 9 that controls the traffic lights installed at intersections.

[0042] 4 is a diagram showing an example of various information collected by the traffic management server 3, and a functional configuration of the traffic management server 3. Here, an example is shown in which the traffic management server 3 collects data from a traffic signal control device 9 present in an area X, an electric vehicle 5 running in the area X, a charge / discharge control device 43 of an on-road charge / discharge device 4 installed in the area X, and a traffic information supplier DS2 targeting the area X.

[0043] The traffic management server 3 acquires road traffic information D4 for the area X from the traffic information supplier DS2. The road traffic information D4 includes information on traffic volume including congestion information on public roads in the area X, traffic regulation information due to road closures and construction, and congestion information. A traffic light ID, current traffic light information, and the like are acquired from the traffic light control device 9. The traffic light ID is a unique identification symbol assigned to each traffic light, and is also information for identifying the installation location of the traffic light. Current traffic light information is information indicating the current display color of the traffic light. Current information is used when estimating whether the electric vehicle 5 is traveling or stopped. For example, an electric vehicle 5 in a lane where the traffic light is red is expected to have more charging power (or discharging power).

[0044] Vehicle information D3 including a vehicle ID, location information, speed information [km / h], storage battery capacity [kWh], storage battery charge amount [%], and battery power consumption / electricity amount [kW / kWh] is acquired from the electric vehicle 5. The vehicle ID is a unique identification code assigned to each electric vehicle 5. The location information is information of longitude and latitude based on GPS information acquired by the electric vehicle 5 for location recognition, and is information indicating the current location of the electric vehicle 5. The storage battery capacity is the rated capacity that the on-board storage battery 51 can store. The storage battery charge amount is information on the current charging state of the on-board storage battery 51. The battery consumption amount is the so-called electricity consumption, and indicates the driving distance of the electric vehicle 5 per 1 kWh.

[0045] Charge / discharge information D2 including a charger / discharger ID, location information, charger / discharger capacity [kW], charge / discharge power [kW], etc. is acquired from the charge / discharge control device 43 that controls the wireless charger / discharger 41. The charger / discharger ID is a unique identification code assigned to each of the wireless charger / dischargers 41 installed on roads in various locations. The location information is longitude and latitude information indicating the location of the wireless charger / discharger 41, and is information for identifying which regional division the wireless charger / discharger 41 belongs to. The charger / discharger capacity is information indicating the power that the wireless charger / discharger 41 can charge to the electric vehicle 5, or the power that can be discharged from the electric vehicle 5. The charge / discharge power is the charging power (power consumption) of the wireless charger / discharger 41 to the electric vehicle 5 in the current state, or the current supply power to the power grid PG.

[0046] The traffic management server 3 includes a road map DB 31, a traffic information DB 32, a traffic signal information DB 33, a vehicle management DB 34, and a charger / discharger management DB 35 as functional units for collecting various types of information. The road map DB 31 stores road map information of an area covered by the traffic management server 3 as a target area for data collection. The traffic information DB 32 stores road traffic information D4 and the like acquired from a traffic information supplier DS2. The traffic signal information DB 33 collects traffic signal indication information from the traffic signal control device 9 in association with a traffic signal ID. The vehicle management DB 34 collects vehicle information D3 from each electric vehicle 5 in association with a vehicle ID. The charger / discharger management DB 35 collects charge / discharge information D2 in association with a charger / discharger ID.

[0047] The fleet management server 3 includes a charger / discharger control unit 36 ​​as a control function unit. The charger / discharger control unit 36 ​​transmits charge / discharge operation instructions to the wireless charger / discharger 41 to each of the charge / discharge control devices 43 of the on-road charge / discharge devices 4 based on the power supply and demand control information created by the power supply and demand control unit 26.

[0048] The power supply and demand control unit 26 roughly controls power supply and demand as follows. First, the power supply and demand control unit 26 refers to power supply and demand information D1 acquired by the EMS 2 and vehicle information D3 acquired by the fleet management server 3 as real-time information. Based on the power supply and demand information D1, the relationship between the power supply amount and the power demand amount in the area X (specific area division) is grasped. The power supply amount is calculated by adding the power supplied from the renewable energy power generation facility 6 and the storage battery facility 7 to the power supplied from the large-scale power plant to the power system PG. The power demand amount is calculated from the power consumption by the demand facility 8. Furthermore, based on the vehicle information D3, an electric vehicle 5 that exists in the area X and is capable of charging and discharging an on-board storage battery 51 is identified.

[0049] When the power supply exceeds the power demand, that is, when there is a surplus of power supply, a control command is issued to the wireless charger / discharger 41 to wirelessly charge the on-board storage battery 51 of the electric vehicle 5 traveling in the area X. As a result, the surplus power is utilized as charging power for the electric vehicle 5. On the other hand, when the power supply falls below the power demand, that is, when there is a shortage of power supply, the wireless charger / discharger 41 is caused to perform a discharging operation to receive discharge from the on-board storage battery 51 of the electric vehicle 5 traveling in the area X. As a result, the power shortage is compensated for by the power supply from the on-board storage battery 51. Note that, when the power shortage cannot be compensated for, power is also supplied from the on-board storage battery 51 of the electric vehicle 5 connected to the stationary storage battery equipment 7A and the conductive charging equipment 7B.

[0050] [Regional divisions and power interchange] Next, an example of regional divisions that are units of power supply and demand control and power interchange between the regional divisions will be described. Fig. 5 is a schematic diagram showing an example of regional divisions and power interchange. Fig. 5 shows an example in which one large region α is divided into medium-sized regions A, B, and C. For example, in terms of administrative divisions, it is assumed that the large region α is a prefecture, and the regions A, B, and C are cities, towns, and villages. The regions A, B, and C are further divided into smaller regional divisions. Here, an example is shown in which the region A is divided into divisions A-1 to A-9. The divisions A-1 to A-9 are capable of data communication with the EMS 2 and the operation management server 3, respectively, via the Internet IN.

[0051] One of the sections A-1 to A-9 is a regional section that serves as one unit of power supply and demand control. For example, section A-1 is a regional section equivalent to the specific area X shown in Figs. 3 and 4. In section A-1, there are a renewable energy power generation facility 6, a storage battery facility 7, and a demand facility 8, and a wireless charger / discharger 41 is installed on the road. Then, the wireless charger / discharger 41 charges and discharges an electric vehicle 5 traveling in section A-1, thereby executing power supply and demand control that cancels out surplus or shortage of power of the renewable energy power generation facility 6 as much as possible.

[0052] In actual power supply and demand control, there may be cases where the adjustment of power supply and demand cannot be completed within one section A-1. That is, even if the power supply and demand are adjusted by adding the power supply and demand assistance by the charging or discharging operation of the wireless charger / discharger 41 and the assistance of the charging and discharging operation of the storage battery equipment 7, the adjustment may not be sufficient. In this case, the power supply and demand control unit 26 executes power interchange from one area section to another area section, or from the other area section to the one area section.

[0053] For example, if surplus power has not been consumed in section A-1, while the power generated by the renewable energy power generation facility 6 is insufficient in section A-2, the power supply and demand control unit 26 supplies surplus power from section A-1 to section A-2 to facilitate interchange. By performing such control, even if it is difficult to equalize supply and demand in a single regional section, it is possible to execute appropriate power supply and demand control by coordinating with other regional sections. It is also desirable to execute power interchange between the medium-sized regions A, B, and C.

[0054] [Example of subdivision] Next, referring to FIG. 6, an example of power supply and demand control performed by further dividing a regional division, which is a unit of power supply and demand control, into smaller divisions will be described. Here, an example is shown in which a group of multiple traffic signals that are the subject of system control is treated as one regional division. FIG. 6 shows an example in which the above-mentioned division A-1 is further divided into smaller divisions (1) to (3). Small division (1) is an area including multiple signalized intersections A, B, and C that are intersections of roads with traffic signals and their surrounding areas. Near the signalized intersections A, B, and C, specifically in a certain area beginning at the traffic signals of the four intersecting roads, a road charging / discharging device 4 equipped with a wireless charger 41 is disposed. Small division (2) is an area including signalized intersections D, E, and F and their surrounding areas, and small division (3) is an area including signalized intersections G, H, and I and their surrounding areas.

[0055] A number of traffic signals installed at successive signalized intersections A, B, and C on one route are a group of traffic signals that are subject to a coordinated control method in one traffic signal control. A group of traffic signals that are subject to a coordinated control method display signals synchronously and temporally related to each other. Specifically, the phase cycles of the group of traffic signals are aligned, and the timing at which the green light starts to be displayed is offset at signalized intersections A, B, and C depending on the direction of vehicle travel. The same applies to signalized intersections D, E, and F in subsection (2) and signalized intersections G, H, and I in subsection (3).

[0056] In the example of Fig. 6, the power supply and demand control unit 26 performs power supply and demand control for each of the subsections (1) to (3) alone or in a combination of a plurality of them. That is, power supply and demand adjustment is performed by the renewable energy power generation facilities 6, the storage battery facilities 7, and the demand facilities 8 that exist in each of the areas of the subsections (1) to (3), and the electric vehicles 5 and the road charging and discharging devices 4 that run in the same areas. Supply and demand control may be performed for each of the subsections (1) to (3) alone, or supply and demand control may be performed for a combination of a plurality of the subsections (1) to (3).

[0057] For example, if the section A-1 is assumed to be an area of ​​several square kilometers, the number of devices and vehicles controlled by the power supply and demand control unit 26 becomes enormous in urban areas, making supply and demand control difficult. In this case, it is easier to perform appropriate supply and demand control by treating an even smaller area as one control unit. In the area of ​​the above-mentioned traffic signal system control, the electric vehicles 5 that pass through the signalized intersection and the electric vehicles 5 that stop at the signalized intersection are easily divided into two groups. Therefore, it is easy to estimate the amount of charge and discharge between the wireless charger and discharger 41 and the on-board storage battery 51. Therefore, the feasibility of appropriate power supply and demand control can be improved by performing supply and demand control with the area subject to the one system control as small sections (1) to (3) that subdivide the section A-1. Note that power is not shared between the small sections (1) to (3). Section A-1, which includes the small sections (1) to (3), is the unit for sharing power with the other sections A-2 to A-9.

[0058] [Power supply and demand control] 7(A) to (C) are graphs showing a model of the power supply and demand control executed by the power supply and demand control unit 26. FIG. 7(A) is a graph showing the transition of the amount of power generated and the amount of power demand in a certain area division. Of course, the amount of power generated includes the amount of power generated by the renewable energy power generation facility 6. The amount of demand does not include the power for wirelessly charging the electric vehicle 5. FIG. 7(A) shows an example in which the amount of power generated exceeds the amount of demand during the day and falls below the amount of demand during the night. Considering that the main source of the current renewable energy power generation facility 6 is the solar power generation facility 61 and power generation is unevenly distributed during the day, this type of transition is highly likely to occur.

[0059] Fig. 7(B) is a graph showing the transition of the amount of charging and discharging performed by the wireless charger / discharger 41 of the road charging / discharging device 4 for the electric vehicle 5 when the transition of the amount of power generation and the amount of demand shown in Fig. 7(A) occurs. The power supply and demand control unit 26 causes the wireless charger / discharger 41 to perform a charging operation on the electric vehicle 5 during the daytime when there is a surplus of power generation. In addition, the power supply and demand control unit 26 causes the electric vehicle 5 to perform a discharging operation on the wireless charger / discharger 41 during the nighttime when there is a shortage of power generation. For this reason, the transition of the amount of charging and discharging is such that the charging amount increases during the daytime and the discharging amount increases during the nighttime, as shown in Fig. 7(B).

[0060] Fig. 7(C) is a graph showing the transition of power generation and demand when power consumption and supply assistance by charging and discharging of the wireless charger / discharger 41 is added. As shown in the graph of Fig. 7(C), the difference between power generation and demand is almost eliminated by the assistance of the wireless charger / discharger 41, and the two roughly match. If the assistance of the wireless charger / discharger 41 alone is not enough to adjust the power generation and demand, additional assistance of power consumption and supply by charging and discharging of the storage battery equipment 7 is added. Furthermore, the power generation and demand are adjusted by sharing power with other regional divisions.

[0061] Incidentally, when controlling power supply and demand, control can be stabilized by performing control based on a control model that shows a rough control tendency in advance, rather than simply performing control based on real-time data. The control model can be created based on charge / discharge prediction data derived from actual values ​​of wireless charging and discharging over a certain period of time in the past. When creating the charge / discharge prediction data, actual values ​​of the charge amount and discharge amount based on the charging or discharging operation performed between the wireless charger / discharger 41 and the electric vehicle 5 over a certain period of time in the past are collected. The charge / discharge prediction data can be created by performing a predetermined statistical process on the actual values ​​to derive predicted values ​​of the charge amount and discharge amount required for each time period over a certain period of time in the future.

[0062] 8(A) and (B) are schematic diagrams for explaining an example of deriving the charge / discharge prediction data RM. As shown in FIG. 3, the EMS 2 includes a charge / discharge record DB 27 and a statistical processing unit 28. As shown in FIG. 8(A), the charge / discharge record DB 27 collects charge / discharge record data R1, R2, and R3 that show the actual values ​​of the charge amount and the discharge amount exchanged between the wireless charger / discharger 41 and the electric vehicle 5 for each date, for example, for each 30-minute time period. The charge / discharge record data R1, R2, and R3 can be obtained from the vehicle information D3 including data such as the charge amount of the storage battery collected by the vehicle management DB 34 and the charger / discharger management DB 35 of the fleet management server 3, the charge / discharge information D2 of the wireless charger / discharger 41, and the like.

[0063] The statistical processing unit 28 performs statistical processing on the charge / discharge performance data R1, R2, and R3 collected by the charge / discharge performance DB 27 to derive predicted values ​​of the charge and discharge amounts for each time period for a certain period in the future, for example, for one week in each month. For example, regression analysis, nonlinear regression analysis, and neural network can be used as a statistical processing method. The statistical processing unit 28 creates charge / discharge prediction data RM as shown in FIG. 8(B) based on the predicted values ​​of the charge and discharge amounts. Then, the power supply and demand control unit 26 refers to the charge / discharge prediction data RM as a control model when a certain period in the future arrives, and controls the charge / discharge operation between the wireless charger / discharger 41 and the electric vehicle 5. This makes it possible to stabilize the power supply and demand control compared to a case where there is no data to serve as a control model.

[0064] Next, an example of stabilizing charging / discharging power by combining and controlling a plurality of wireless chargers / dischargers 41 will be shown. It is desirable that the power supplied from the electric vehicle 5 by the wireless charger / discharger 41 or the power charged to the electric vehicle 5 by the wireless charger / discharger 41 be as constant as possible. However, a large difference occurs in the amount of charging / discharging between the wireless charger / discharger 41 on a road in a driving lane state and the wireless charger / discharger 41 on a road in a stop lane state, mainly due to the difference in the time during which charging / discharging is possible.

[0065] FIG. 9(A) shows a subdivision (1) of supply and demand control determined based on the scope of systematic control of traffic signals shown in FIG. 6. Four road lanes forming intersections A, B, and C of roads with traffic signals are provided with road charging / discharging devices 4 including wireless chargers / dischargers 41. Depending on the display state of the traffic signals, intersections A, B, and C have driving lanes where vehicles are traveling and stop lanes where vehicles are stopped. FIG. 9(A) shows an example in which signal control is performed by a systematic control method for a main road extending in the left-right direction, and in this case, the driving lanes and stop lanes of the main road and the crossing road at intersections A, B, and C are the same. Here, an example is shown in which lanes I and III of the crossing road are stop lanes, and lanes II and IV of the main road are driving lanes. For simplification, FIG. 9 omits electric vehicles 5 on the lane side where the traveling direction is opposite.

[0066] 9(B) and (C) are graphs showing the transition of charging power from the wireless charger / discharger 41 to the on-board storage battery 51 of the electric vehicle 5 in lane I and lane II. Focusing on a certain time period T1 to T2, lane I is a stopping lane and lane II is a driving lane. The charging power is relatively large in lane I. This is because the electric vehicles 5 are stopped on the wireless charger / discharger 41, so a long charging time can be ensured for each electric vehicle 5. On the other hand, the charging power is relatively small in lane II, because it is a driving lane. The relationship between lane III and lane IV is similar.

[0067] In such a case, the power supply and demand control unit 26 pairs the wireless charger / discharger 41 arranged for lane I, which is a stop lane, and lane II, which is a travel lane, in the same time period T1 to T2, and executes control of the charging operation (or discharging operation). Control of the pair means combining the output. By pairing lanes I and II or lanes III and IV, or by combining lanes I to IV, it is possible to suppress the time variation of the charging power as shown in FIG. 9(D). In other words, since the wireless charger / discharger 41 of the travel lane and the wireless charger / discharger 41 of the stop lane are treated as a pair, it is possible to complement the magnitude of the charging amount (discharging amount). This makes it possible to stabilize the charging and discharging amount.

[0068] [Control Flow] Next, an example of the control operation of the power supply and demand control system 1 will be described with reference to the flowchart of Fig. 10. The weather information DB 22 of the EMS 2 acquires weather information and solar and wind power generation forecast information from the weather data supplier DS1 (step S1). The power supply and demand control unit 26 refers to the power supply and demand information D1 to grasp the current power supply and demand performance in a predetermined area division unit (for example, the unit of division A-1 to division A-9 shown in Fig. 5 and the unit of areas A, B, and C) (step S2). The power supply and demand information D1 includes information on the current power supply amount including the power generated by the renewable energy power generation facility 6 acquired by the power generation facility DB 23, and information on the power demand amount by the demand facility 8 acquired by the demand facility DB 24.

[0069] Next, the power supply and demand control unit 26 of the EMS 2 creates power supply and demand forecast data for a certain period of time in the future by referring to the weather information acquired in step S1, the current power generation capacity of the power generation facility, and demand forecast data (step S3). This power supply and demand forecast data is data that indicates the relationship between the power supply and power demand from 13:30 to 14:00 at the time of 13:00, for example.

[0070] Furthermore, the power supply and demand control unit 26 refers to the road traffic information D4 acquired by the traffic management server 3 to acquire storage battery information such as the position information, speed information, and the storage battery charge amount and storage battery capacity of the on-board storage battery 51 of the electric vehicles 5 traveling within the covered area. Based on this information, the power supply and demand control unit 26 performs a process of grasping and estimating the future traveling position of the electric vehicles 5 in units of the area divisions (step S4).

[0071] Next, the power supply and demand control unit 26 determines whether the amount of power generation currently exceeds the amount of demand (amount of power generation>demand) based on the power supply and demand record acquired in step S3 (step S5). If the amount of power generation exceeds the amount of demand (YES in step S5), the power supply and demand control unit 26 performs a process of calculating the total amount of charge required for a group of electric vehicles 5 that are traveling in units of the regional division based on the position estimation information of the electric vehicles 5 obtained in step S4 and the storage battery information (step S6).

[0072] The power supply and demand control unit 26 determines the discrepancy between the current power generation amount and the demand amount from the power generation surplus amount calculated in step S5 and the total charging amount calculated in step S6, and determines whether or not wireless charging from the road charging / discharging device 4 to the electric vehicles 5 while they are moving is possible (step S7). For example, if wireless charging is possible for each electric vehicle 5 while it is moving, charging is performed. If not, wireless charging is not performed for the electric vehicles 5 while they are moving, and only the electric vehicles 5 that can be charged are wirelessly charged.

[0073] If wireless charging while traveling is possible (YES in step S7), the power supply and demand control unit 26 instructs the charger / discharger control unit 36 ​​of the fleet management server 3 to execute wireless charging while traveling. The charger / discharger control unit 36 ​​causes the wireless charger / discharger 41 of the on-road charging / discharging device 4 installed in each area division and the electric vehicle 5 to execute wireless charging while traveling (step S8). On the other hand, if wireless charging while traveling is not possible (NO in step S7), the power supply and demand control unit 26 causes the electric vehicle 5 connected to the stationary storage battery equipment 7A or the conductive charging equipment 7B (FIG. 3) to execute a charging operation (step S9).

[0074] Next, the power supply and demand control unit 26 again refers to the power supply and demand information D1 to grasp the current power supply and demand record. Then, the power supply and demand control unit 26 judges whether the current power generation amount is equal to the demand amount (power generation amount=demand amount) (step S10). If the power generation amount=demand amount (YES in step S10), the power supply and demand control unit 26 ends the power supply and demand control for that time period. On the other hand, if the power generation amount>demand amount (NO in step S10), it means that the surplus power generation amount has not yet been consumed. In this case, the power supply and demand control unit 26 increases the charge amount of the storage battery equipment 7 including the stationary storage battery equipment 7A and the conductive charging equipment 7B (step S11) to adjust the demand amount to be equal to the power generation amount.

[0075] On the other hand, if the amount of power generation is less than the amount of demand in step S5 (NO in step S5), the power supply and demand control unit 26 performs a process of calculating the total amount of discharge that can be supplied from the group of traveling electric vehicles 5 in the unit of the regional division based on the position estimation information of the electric vehicles 5 obtained in step S4 and the storage battery information (step S12).

[0076] The power supply and demand control unit 26 determines the discrepancy between the current amount of power generation and the amount of demand, based on the excess demand calculated in step S5 and the total discharge amount calculated in step S12, and determines whether or not wireless discharge from the electric vehicle 5 to the on-road charging / discharging device 4 while traveling is possible (step S13). For example, if each electric vehicle 5 is capable of wireless discharge while traveling, discharging is performed. If not, wireless discharging is not performed while traveling for the electric vehicle 5, and only electric vehicles 5 capable of discharging perform wireless discharging.

[0077] If wireless discharging while traveling is possible (YES in step S13), the power supply and demand control unit 26 instructs the charger / discharger control unit 36 ​​of the fleet management server 3 to execute wireless discharging while traveling. The charger / discharger control unit 36 ​​causes the wireless charger / discharger 41 of the on-road charging / discharging device 4 installed in each area division and the electric vehicle 5 to execute wireless discharging while traveling (step S14). On the other hand, if wireless discharging while traveling is not possible (NO in step S13), the power supply and demand control unit 26 causes the electric vehicle 5 connected to the stationary storage battery equipment 7A or the conductive charging equipment 7B to execute a discharging operation (step S15).

[0078] Next, the power supply and demand control unit 26 again refers to the power supply and demand information D1 to grasp the current power supply and demand record. Then, the power supply and demand control unit 26 judges whether the current power generation amount is equal to the demand amount (power generation amount=demand amount) (step S16). If the power generation amount=demand amount (YES in step S16), the power supply and demand control unit 26 ends the power supply and demand control for that time period. On the other hand, if the power generation amount<demand amount (NO in step S16), it means that the shortage has not yet been supplied. In this case, the power supply and demand control unit 26 causes the storage battery equipment 7 including the stationary storage battery equipment 7A and the conductive charging equipment 7B to discharge (step S17), and adjusts the demand amount so that it is equal to the power generation amount.

[0079] According to the power supply and demand control system 1 of the present embodiment described above, the wireless charger / discharger 41 installed on a road is used to charge and discharge the on-board storage battery 51 of the electric vehicle 5 traveling on the road. Therefore, the charging and discharging position of the on-board storage battery 51 is not fixed, and power supply and demand control can be performed for each predetermined area division. Furthermore, based on the power supply and demand information D1 acquired by the integrated EMS 2, the surplus or shortage of power generated by the renewable energy power generation facility 6 in the area division can be grasped. Furthermore, based on the vehicle information D3 acquired by the traffic management server 3, the electric vehicles 5 traveling within the area division and their charging state information can be grasped.

[0080] The power supply and demand control unit 26 of the EMS2 grasps the relationship between the supply and demand of power in the area division from the power supply and demand information D1, and causes the wireless charger / discharger 41 to charge or discharge the electric vehicle 5 traveling in the area division. Therefore, according to this power supply and demand control system 1, it is possible to effectively utilize the on-board storage battery 51 of the electric vehicle 5 while it is traveling, and flexibly control the power supply and demand in units of a specific area division.

[0081] [Modified embodiment] Although the embodiment of the power supply and demand control system according to the present invention has been described above, the present invention is not limited to the above-mentioned embodiment. For example, the following modified embodiments are possible.

[0082] (1) The EMS 2 may control the traffic signals on the road through the traffic signal control device 9 to create an environment in which the wireless charger / discharger 41 can easily charge or discharge the electric vehicle 5. For example, the EMS 2 may perform control such as extending the red light period in lanes with low traffic volume to increase the number of stopped vehicles and increase the amount of charging power.

[0083] (2) In the above embodiment, the vicinity of a traffic light intersection is exemplified as an installation location of the wireless charger / discharger 41. Instead of this, the wireless charger / discharger 41 may be installed in a large-scale commercial facility, a sports / cultural facility, or a large-scale parking lot such as a service area or parking area on a highway.

[0084] (3) The area division that is a unit of power supply and demand control may not be fixed, but may be variable and changed depending on the scale of generated power and demand for supply and demand control, the prevalence of wirelessly charged and discharged electric vehicles 5, road conditions, etc. For example, control may be performed to change the boundaries of the sections A-1 to A-9 illustrated in Fig. 5, to combine multiple sections, or to divide one section. The same applies to areas A to C. [Explanation of symbols]

[0085] 1. Electricity supply and demand control system 2 EMS (first server) 26 Power supply and demand control unit (control unit) 28 Statistical processing section (control unit) 3. Traffic management server (second server) 41 Wireless charger 43 Charge / discharge control device 5. Electric Vehicles 51 Vehicle storage battery 6 Renewable energy power generation facilities 61 Solar power generation equipment 62 Wind power generation facilities 7 Battery storage equipment 8 Demand equipment D1 Electricity supply and demand information D3 vehicle information PG power system RM charge / discharge prediction data

Claims

1. A wireless charger that is installed on a road on which vehicles travel and that can wirelessly charge and discharge a traveling vehicle equipped with a chargeable and dischargeable storage battery; A first server that acquires electricity supply and demand information including information on the supply amount of electricity, including electricity generated based on renewable energy, and information on the amount of electricity demanded by demand facilities, in a unit of a predetermined area division; A second server that acquires vehicle information from the vehicle, the vehicle information including location information of the vehicle and information on a state of charge of the storage battery; a control unit that acquires the power supply and demand information from the first server and the vehicle information from the second server and controls an operation of the wireless charger and discharger, The control unit grasping a relationship between the supply amount and the demand amount within the area division based on the power supply and demand information, and identifying vehicles that are present within the area division and that are capable of charging and discharging the storage battery based on the vehicle information; When the supply amount exceeds the demand amount, the wireless charger / discharger is caused to perform a charging operation on the storage battery of the vehicle traveling within the area division; When the supply amount is lower than the demand amount, the wireless charger / discharger is caused to perform a discharging operation of discharging from a storage battery of the vehicle traveling within the area division. Electricity supply and demand control system.

2. The power supply and demand control system according to claim 1, The control unit adjusts the supply amount and the demand amount during the charging or discharging operation by the wireless charger / discharger within a certain regional division, and if the adjustment is not sufficient, performs power exchange from the certain regional division to another regional division, or from the other regional division to the certain regional division.

3. The power supply and demand control system according to claim 1 or 2, The wireless charger / discharger is installed near an intersection of a road equipped with a traffic signal, The control unit is an electricity supply and demand control system that controls an area including a plurality of signalized intersections where a group of consecutive traffic signals on a single route are installed and which are subject to a single system control, and the surrounding areas, as one regional division.

4. The power supply and demand control system according to claim 1 or 2, the wireless charger / discharger is installed in each lane of a road forming an intersection near a road having a traffic signal; The control unit pairs the wireless charger / discharger with a driving lane in which vehicles are traveling and a stop lane in which vehicles are stopped during the same time period due to the traffic lights, and controls the charging operation or the discharging operation in this power supply and demand control system.

5. In the power supply and demand control system according to any one of claims 1 to 4, The control unit Collecting actual values ​​of charging amounts and discharging amounts based on the charging operation or the discharging operation performed between the wireless charger / discharger and the vehicle during a certain period in the past; Statistical processing is performed on the actual values ​​to derive predicted values ​​of the charging and discharging amounts required for each time period in a certain future period, thereby creating charging and discharging prediction data; and an electric power supply and demand control system that controls operation of the wireless charger / discharger by referring to the charge / discharge prediction data when the certain future period arrives.

6. In the power supply and demand control system according to any one of claims 1 to 5, The first server further acquires charging state information of stationary storage battery equipment present within the area division, The control unit further controls a charging operation or a discharging operation of the storage battery equipment.

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