Power Management System

Abstract

To reduce communication cost.SOLUTION: A power management system is configured to exchange power with a power system of a power company that is a client of power. The power management system comprises: a plurality of vehicles on each of which a battery is mounted; and a server for managing the exchange of power between the battery of each of the plurality of vehicles and the power system. On condition that an integrated value of imbalance of total power to charge / discharge a plurality of batteries with respect to a request of power demand / supply from the power system exceeds a predetermined value that is a determination reference for the correction of imbalance, the server executes: communications with a plurality of vehicles of targets to correct imbalance (step S333 and step S334); and, in addition, communications with a plurality of vehicles other than the targets to correct the imbalance (step S317).SELECTED DRAWING: Figure 4

Description

[Technical field]

[0001] The present disclosure relates to an electric power management system, and more particularly to an electric power management system that exchanges electric power with an electric power supply and demand system of an electric power trading partner. [Background technology]

[0002] 2. Description of the Related Art Conventionally, there is known a charge control system that controls charging and discharging of a vehicle battery based on the reception of a DR (Demand Response) signal (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-027696 Summary of the Invention [Problem to be solved by the invention]

[0004] In the system of Patent Document 1, due to reasons such as the withdrawal of a vehicle from a vehicle group participating in the power exchange in response to a DR signal, the imbalance between the planned power supply and demand with the vehicle group and the actual power supply and demand may become large. In such a case, it is possible to perform a correction to adjust the power supply and demand. In this correction, if communication for a DR request is performed with a vehicle every time an imbalance occurs in order to prioritize the correction of the imbalance, the frequency and amount of data communication will increase, and communication costs may become a problem.

[0005] This disclosure has been made to solve the above-mentioned problems, and has an object to provide a power management system capable of reducing communication costs. [Means for solving the problem]

[0006] The power management system according to the present disclosure is a power management system that exchanges power with a power supply and demand system of a power trading partner, and includes a plurality of vehicles equipped with power storage devices, and a server that manages the exchange of power between the power storage devices of each of the plurality of vehicles and the power supply and demand system. The server executes communication with a plurality of vehicles for the purpose of correcting the imbalance, in addition to communication with a plurality of vehicles other than those for which the imbalance is to be corrected, on the condition that an integrated value of a total power imbalance charged and discharged by the plurality of power storage devices in response to a power supply and demand request from the power supply and demand system exceeds a predetermined value that is a criterion for correcting the imbalance.

[0007] According to this configuration, on the condition that an integrated value of the imbalance of the total power charged and discharged by the multiple power storage devices in response to a power supply and demand request from the power supply and demand system exceeds a predetermined value that is a criterion for correcting the imbalance, communication with the multiple vehicles for the purpose of correcting the imbalance is executed in addition to communication with the multiple vehicles for the purpose of correcting the imbalance. Therefore, if the imbalance does not exceed the predetermined value, communication with the multiple vehicles for the purpose of correcting the imbalance is not executed. As a result, it is possible to provide a power management system that can reduce communication costs. Effect of the Invention

[0008] According to this disclosure, it is possible to provide a power management system capable of reducing communication costs. [Brief description of the drawings]

[0009] [Figure 1] 1 is a diagram showing a configuration of a vehicle according to an embodiment of the present invention; [Diagram 2] FIG. 2 is a diagram showing a communication mode of a server according to the first embodiment. [Diagram 3] 1 is a diagram showing a schematic configuration of a power management system according to an embodiment of the present invention; [Figure 4] 10 is a flowchart showing a process flow for a VPP in this embodiment. [Diagram 5] FIG. 11 is a diagram showing a communication mode of a server according to the second embodiment. [Figure 6] FIG. 11 is a diagram showing a communication mode of a server according to the third embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] Hereinafter, an embodiment of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals, and the description thereof will not be repeated. Hereinafter, an energy management system will be abbreviated as "EMS." Also, an electronic control unit mounted on a vehicle will be abbreviated as "ECU."

[0011] [First embodiment] Fig. 1 is a diagram showing a configuration of a vehicle 50 according to this embodiment. Referring to Fig. 1, the vehicle 50 includes a battery 130 that stores electric power for traveling. The vehicle 50 is configured to be able to travel using the electric power stored in the battery 130. The vehicle 50 according to this embodiment is an electric vehicle (BEV (Battery Electric Vehicle)) that does not include an engine (internal combustion engine).

[0012] The battery 130 includes a secondary battery such as a lithium ion battery or a nickel metal hydride battery. In this embodiment, a battery pack including a plurality of lithium ion batteries is used as the secondary battery. The battery pack is configured by electrically connecting a plurality of secondary batteries (generally also referred to as "cells") to each other.

[0013] The vehicle 50 includes an ECU 150. The ECU 150 is configured to perform charging control and discharging control of the battery 130. The ECU 150 is also configured to control communication between the vehicle 50 and the outside.

[0014] The vehicle 50 further includes a monitoring module 131 that monitors the state of the battery 130. The monitoring module 131 includes various sensors that detect the state of the battery 130 (for example, voltage, current, and temperature) and outputs the detection results to the ECU 150. The monitoring module 131 may be a BMS (Battery Management System) that further has a SOC (State Of Charge) estimation function, a SOH (State of Health) estimation function, a cell voltage equalization function, a diagnostic function, and a communication function in addition to the above sensor functions. The ECU 150 can obtain the state of the battery 130 (for example, temperature, current, voltage, SOC, and internal resistance) based on the output of the monitoring module 131.

[0015] The EVSE (Electric Vehicle Supply Equipment) 40 includes a control unit 41, a power supply circuit 44, and a charging cable 42. The control unit 41 and the power supply circuit 44 are built into the main body of the EVSE 40. The charging cable 42 is connected to the main body of the EVSE 40. The charging cable 42 may be always connected to the main body of the EVSE 40, or may be detachable from the main body of the EVSE 40. The charging cable 42 has a connector 43 at its tip and includes a power line inside. The control unit 41 controls the power supply circuit 44.

[0016] The vehicle 50 includes an inlet 110 and a charger / discharger 120 for contact charging / discharging. The inlet 110 is configured to transmit and receive electric power to and from the outside of the vehicle 50. The inlet 110 is configured to be connectable to a connector 43 of a charging cable 42. When the connector 43 of the charging cable 42 connected to the main body of the EVSE 40 is connected (plugged in) to the inlet 110 of the vehicle 50, the vehicle 50 enters a chargeable state (i.e., a state in which power can be supplied from the EVSE 40) and a dischargeable state (i.e., a state in which power is transmitted to the EVSE 40) from the vehicle 50. Note that, although FIG. 1 shows only the inlet 110 and the charger / discharger 120 corresponding to the power supply method of the EVSE 40, the vehicle 50 may include multiple inlets to be compatible with multiple types of power supply methods (e.g., AC method and DC method).

[0017] The charger / discharger 120 is located between the inlet 110 and the battery 130. The charger / discharger 120 includes a relay that switches between connection and disconnection of a power path from the inlet 110 to the battery 130, and a power conversion circuit (neither of which is shown). The power conversion circuit may include a bidirectional converter. Each of the relay and the power conversion circuit included in the charger / discharger 120 is controlled by the ECU 150. The vehicle 50 further includes a monitoring module 121 that monitors the state of the charger / discharger 120. The monitoring module 121 includes various sensors that detect the state of the charger / discharger 120, and outputs the detection results to the ECU 150. In this embodiment, the monitoring module 121 is configured to detect the voltage and current input to the power conversion circuit and the voltage and current output from the power conversion circuit. The monitoring module 121 is configured to be able to detect the charging power and discharging power of the battery 130.

[0018] In the vehicle 50 in a chargeable / dischargeable state, external charging (i.e., charging the battery 130 with power supplied from the EVSE 40) and external power supply (i.e., supplying power from the vehicle 50 to the EVSE 40) are possible. Power for external charging is supplied to the inlet 110, for example, from the EVSE 40 through a charging cable 42. The charger / discharger 120 is configured to convert the power received by the inlet 110 into power suitable for charging the battery 130 and output the converted power to the battery 130. Power for external power supply is supplied from the battery 130 to the charger / discharger 120. The charger / discharger 120 is configured to convert the power supplied from the battery 130 into power suitable for external power supply and output the converted power to the inlet 110. When either external charging or external power supply is performed, the relay of the charger / discharger 120 is set to a closed state (connected state), and when neither external charging nor external power supply is performed, the relay of the charger / discharger 120 is set to an open state (disconnected state).

[0019] The ECU 150 includes a processor 151, a RAM (Random Access Memory) 152, a storage device 153, and a timer 154. The ECU 150 may be a computer. The processor 151 may be a CPU (Central Processing Unit). The RAM 152 functions as a working memory that temporarily stores data processed by the processor 151. The storage device 153 is configured to be able to save stored information. The storage device 153 includes, for example, a ROM (Read Only Memory) and a rewritable non-volatile memory. In addition to programs, information used in the programs (for example, maps, mathematical expressions, and various parameters) is stored in the storage device 153. In this embodiment, the processor 151 executes the programs stored in the storage device 153, thereby executing various controls in the ECU 150. However, the various controls in the ECU 150 are not limited to being executed by software, and can also be executed by dedicated hardware (electronic circuits). The number of processors included in the ECU 150 is arbitrary, and a processor may be prepared for each predetermined control.

[0020] Timer 154 is configured to notify processor 151 of the arrival of a set time. When the time set in timer 154 arrives, timer 154 transmits a signal to notify processor 151 of the arrival of the set time. In this embodiment, a timer circuit is used as timer 154. However, timer 154 may be realized by software instead of hardware (timer circuit). Furthermore, ECU 150 can obtain the current time by using a real-time clock (RTC) circuit (not shown) built into ECU 150.

[0021] Vehicle 50 further includes a driving unit 140, an input device 161, a meter panel 162, a navigation system (hereinafter referred to as "NAVI") 170, a communication device 180, and driving wheels W. The drive system of vehicle 50 is not limited to the front-wheel drive shown in FIG. 1, and may be rear-wheel drive or four-wheel drive.

[0022] The traveling drive unit 140 includes a PCU (Power Control Unit) and an MG (Motor Generator), and is configured to run the vehicle 50 using the power stored in the battery 130. The PCU includes, for example, an inverter, a converter, and a relay (hereinafter referred to as "SMR (System Main Relay)"). The PCU is controlled by the ECU 150. The MG is, for example, a three-phase AC motor generator. The MG is configured to be driven by the PCU and to rotate the driving wheels W. The PCU drives the MG using power supplied from the battery 130. The MG is also configured to perform regenerative power generation and supply the generated power to the battery 130. The SMR is configured to switch between connection and disconnection of a power path from the battery 130 to the MG. The SMR is set to a closed state (connected state) when the vehicle 50 is traveling.

[0023] The input device 161 is a device that accepts input from a user. The input device 161 is operated by a user and outputs a signal corresponding to the user's operation to the ECU 150. Examples of the input device 161 include various switches, various pointing devices, a keyboard, and a touch panel. The input device 161 may include a smart speaker that accepts voice input.

[0024] The meter panel 162 is configured to display information related to the vehicle 50. The meter panel 162 displays various information related to the vehicle 50 measured by various sensors mounted on the vehicle 50, for example. The information displayed on the meter panel 162 may include at least one of an outside air temperature, a traveling speed of the vehicle 50, an SOC of the battery 130, an average power consumption, and a traveling distance of the vehicle 50. The meter panel 162 is controlled by the ECU 150. The ECU 150 may cause the meter panel 162 to display a message or a warning light for a user when a predetermined condition is met.

[0025] NAVI170 includes a processor, a storage device, a touch panel display, and a GPS (Global Positioning System) module. The storage device stores map information. The touch panel display accepts input from a user and displays maps and other information. The GPS module is configured to receive signals from GPS satellites (hereinafter referred to as "GPS signals"). NAVI170 can identify the position of the vehicle 50 using the GPS signals. NAVI170 is configured to perform a route search to find a driving route (e.g., the shortest route) from the current position of the vehicle 50 to a destination based on an input from a user, and to display the driving route found by the route search on a map.

[0026] The communication device 180 includes various communication I / Fs (interfaces). The ECU 150 communicates with an EMS 60 (FIG. 3) (described later) through the communication device 180. The ECU 150 also communicates wirelessly with a server 30B (FIG. 3) (described later) through the communication device 180.

[0027] 2 is a diagram showing a communication state of the server 30 according to the first embodiment. Referring to FIG. 2, the power management system 1 includes a power system PG, a server 30A, an EVSE 40, a vehicle 50, and a mobile terminal 80.

[0028] The vehicle 50 has the configuration shown in FIG. 1. In this embodiment, an AC power supply facility that provides AC power is adopted as the EVSE 40. The charger / discharger 120 has a circuit corresponding to the AC power supply facility. However, the present invention is not limited to this configuration, and the EVSE 40 may be a DC power supply facility that provides DC power. The charger / discharger 120 may have a circuit corresponding to the DC power supply facility.

[0029] The mobile terminal 80 corresponds to a terminal carried by the user of the vehicle 50. In this embodiment, a smartphone equipped with a touch panel display is adopted as the mobile terminal 80. However, the present invention is not limited to this, and any mobile terminal can be adopted as the mobile terminal 80, and a tablet terminal, a wearable device (for example, a smart watch), an electronic key, or a service tool can also be adopted.

[0030] The power grid PG is a power network provided by an electric utility (for example, a power company). The power grid PG is electrically connected to multiple EVSEs (including the EVSE 40) and supplies AC power to each EVSE. A power supply circuit 44 built into the EVSE 40 is controlled by the control unit 41 and converts the power supplied from the power grid PG into power suitable for external charging. The power supply circuit 44 may include a sensor for detecting charging and discharging power.

[0031] In vehicle 50 in a chargeable / dischargeable state, the relay of charger / discharger 120 is closed, thereby electrically connecting battery 130 to power system PG. Power is supplied from power system PG to battery 130 via power supply circuit 44, charging cable 42, and charger / discharger 120, thereby performing external charging of battery 130. Power is supplied from battery 130 to power system PG via charger / discharger 120, charging cable 42, and power supply circuit 44, thereby performing external power supply to power system PG.

[0032] The server 30 does not directly communicate with the vehicle 50. In other words, the server 30 does not wirelessly communicate with the vehicle 50. The server 30 communicates with the vehicle 50 via the EMS 60. The EMS 60 communicates with the vehicle 50 via the EVSE 40 according to an instruction from the server 30. The communication device 180 mounted on the vehicle 50 is configured to communicate with the EVSE 40 via the charging cable 42. The communication method between the EVSE 40 and the vehicle 50 is arbitrary, and may be, for example, a controller area network (CAN) or power line communication (PLC). The standard related to the communication between the EVSE 40 and the vehicle 50 may be ISO / IEC 15118 or IEC 61851.

[0033] In this embodiment, the communication device 180 and the mobile terminal 80 are configured to wirelessly communicate with each other. The communication between the communication device 180 and the mobile terminal 80 may be short-range communication (for example, direct communication within the vehicle and the area around the vehicle) such as Bluetooth (registered trademark).

[0034] The server 30 is configured to be able to communicate with the mobile terminal 80. Predetermined application software (hereinafter simply referred to as an "app") is installed in the mobile terminal 80. The mobile terminal 80 is carried by the user of the vehicle 50, and can exchange information with the server 30 through the app. The user can operate the app, for example, through a touch panel display of the mobile terminal 80. By operating the app, the user can transmit, for example, the scheduled departure time of the vehicle 50 to the server 30.

[0035] The server 30 includes a control device 31, a storage device 32, a communication device 33, and an input device 34. The control device 31 includes a processor and a storage device, and is configured to perform predetermined information processing and control the communication device 33. The storage device 32 is configured to be able to store various types of information. The communication device 33 includes various communication I / Fs. The control device 31 is configured to communicate with the outside through the communication device 33. The input device 34 is a device that accepts input from a user. The input device 34 outputs the input from the user to the control device 31.

[0036] FIG. 3 is a diagram showing a schematic configuration of a power management system 1 according to this embodiment. In this embodiment, the power management system 1 functions as a VPP (Virtual Power Plant). A VPP is a mechanism that uses advanced energy management technology that utilizes the Internet of Things (IoT) to bundle a large number of distributed energy resources (hereinafter also referred to as "Distributed Energy Resources (DERs)") and remotely and integrally control these DERs to make them function as if they were a single power plant. In the power management system 1, a VPP is realized by energy management that utilizes an electric vehicle (for example, the vehicle 50 shown in FIG. 1).

[0037] The power management system 1 is a vehicle grid integration (VGI) system. The power management system 1 includes a plurality of electric vehicles and a plurality of EVSEs (only one of each is shown in FIG. 3). The number of electric vehicles and EVSEs included in the power management system 1 is each independent and arbitrary, and may be 10 or more, or may be 100 or more. The power management system 1 may include at least one of a POV and a MaaS vehicle. The POV is a vehicle owned by an individual. The MaaS vehicle is a vehicle managed by a MaaS (Mobility as a Service) operator. The power management system 1 may include at least one of a non-public EVSE (for example, a home EVSE) that can be used only by a specific user and a public EVSE that can be used by an unspecified number of users. The mobile terminal 80 shown in FIG. 2 is carried by each user of the vehicle 50.

[0038] 3 together with FIG. 2, the power management system 1 includes a power company E1, a higher-level aggregator E2 that contacts the power company E1, and a lower-level aggregator E3 that contacts consumers.

[0039] The electric power company E1 serves both as a power generation business operator and a power transmission and distribution business operator. The electric power company E1 constructs a power grid (i.e., the power system PG shown in FIG. 2) by a power plant 11 and a power transmission and distribution facility 12, and maintains and manages the power system PG by a server 10. The power plant 11 includes a power generation device for generating electricity, and is configured to supply the power generated by the power generation device to the power transmission and distribution facility 12. The power generation method of the power plant 11 is arbitrary. The power generation method of the power plant 11 may be any of thermal power generation, hydroelectric power generation, wind power generation, nuclear power generation, and solar power generation. The power transmission and distribution facility 12 includes a transmission line, a substation, and a distribution line, and is configured to transmit and distribute the power supplied from the power plant 11.

[0040] The smart meter 13 is configured to measure the amount of power usage at predetermined time intervals (e.g., every 30 minutes), store the measured amount of power usage, and transmit it to the server 10. A smart meter 13 is provided for each consumer (e.g., an individual or a company) that uses power. The server 10 acquires the amount of power usage for each consumer from the smart meter 13 of each consumer. The power company E1 may receive an electricity fee from each consumer according to the amount of power usage. In this embodiment, the power company E1 corresponds to the manager of the power system PG.

[0041] An electric utility that provides an energy management service by aggregating DERs is called an "aggregator." The electric utility E1 can adjust power in the power grid PG, for example, by working with an aggregator. The upper aggregator E2 includes multiple servers (e.g., servers 20A and 20B). Each server included in the upper aggregator E2 belongs to a different utility. The lower aggregator E3 includes multiple servers (e.g., servers 30A and 30B). Each server included in the lower aggregator E3 belongs to a different utility. Hereinafter, unless a distinction is made between the servers, each server included in the upper aggregator E2 will be referred to as a "server 20," and each server included in the lower aggregator E3 will be referred to as a "server 30." The number of servers 20 and 30 is independent of each other and may be 5 or more, or 30 or more.

[0042] In this embodiment, one server 10 requests energy management from multiple servers 20, and each server 20 that receives a request from the server 10 requests energy management from multiple servers 30. Furthermore, each server 30 that receives a request from the server 20 requests energy management from multiple DER users. Using this hierarchical structure (tree structure), the electric power company E1 can request energy management from many consumers (for example, users of vehicles 50). The request may be made by DR (demand response).

[0043] When the server 30 receives a request for energy management from the server 20, the server 30 selects a DER to meet the request from among the DERs registered in the server 30. The DER selected in this manner is hereinafter also referred to as an "EMDER."

[0044] The server 30 performs energy management in the area under its jurisdiction. The area under the jurisdiction of the server 30 may be a town (for example, a smart city), a factory, or a university campus. The aggregator concludes a contract regarding energy management with users of DERs existing in the area under the jurisdiction of the server 30. Users who have concluded this contract can receive a predetermined incentive by having the DER perform energy management in accordance with a request from the aggregator. Furthermore, a user who has agreed to comply with the request but has not complied with the request is subject to a predetermined penalty under the contract. DERs that are required to perform energy management under the contract and their users are registered in the server 30.

[0045] After selecting the EMDER, the server 30 transmits a command to each EMDER. This command causes energy management (for example, supply and demand adjustment of the power system PG) to be performed in accordance with the request from the server 20.

[0046] The server 30 measures the amount of power adjustment for each EMDER (for example, the amount of charging power and / or the amount of discharging power in a predetermined period) using a predetermined watt-hour meter. The amount of power adjustment may be used to calculate an incentive. The predetermined watt-hour meter may be the smart meter 13 or a watt-hour meter mounted on the vehicle (for example, the monitoring module 121 shown in FIG. 1). The watt-hour meter may be installed at any location. The watt-hour meter may be built into the EVSE 40. The watt-hour meter may be attached to a portable charging cable.

[0047] In this embodiment, the server 30 is configured to receive the detection value of the smart meter 13 from the server 10. However, without being limited to this, the server 30 may be configured to directly obtain the detection value of the smart meter 13 (without going through the server 10).

[0048] The smart meter 13 is configured to measure the amount of power supplied to the EVSE 40 from the power system PG (i.e., the power grid constructed by the power plant 11 and the power transmission and distribution equipment 12) shown in FIG. 2. In this embodiment, the EVSE 40 and the EMS 60 are installed in one home or business (e.g., a factory or commercial facility). The EMS 60 is, for example, a Home Energy Management System (HEMS), a Factory Energy Management System (FEMS), or a Building Energy Management System (BEMS). The smart meter 13 measures the amount of power supplied from the power system PG to the home or business (i.e., the amount of power used by the home or business).

[0049] When the server 30A receives a request for energy management from the server 20, the server 30A performs energy management through charging of the battery 130 by transmitting a charge start command to the vehicle 50 via the EMS 60 and the EVSE 40. The server 30A is also configured to perform wireless communication with the vehicle 50.

[0050] In the above-mentioned power management system 1, due to reasons such as the withdrawal of a vehicle from a vehicle group participating in the power exchange in response to a DR signal, the imbalance between the planned power supply and demand with the vehicle group and the actual power supply and demand may become large. In such a case, it is possible to perform a correction to adjust the power supply and demand. In this correction, if communication for a DR request is performed with a vehicle every time an imbalance occurs in order to prioritize the correction of the imbalance, the frequency and amount of data communication will increase, and communication costs may become a problem.

[0051] Therefore, on the condition that the accumulated value of the imbalance in the total power charged and discharged by the batteries 130 of the multiple vehicles 50 in response to the power supply and demand request from the power company E1 exceeds a predetermined value that serves as a criterion for correcting the imbalance, the servers 10, 20, 30 perform communication with the multiple vehicles 50 for the purpose of correcting the imbalance, in addition to communication with the multiple vehicles 50 for the purpose of not correcting the imbalance.

[0052] As a result, on the condition that the imbalance in the total power charged and discharged by the multiple batteries 130 in response to the power supply and demand request from the power company E1 exceeds a predetermined value that is a criterion for correcting the imbalance, communication with the multiple vehicles 50 for the purpose of correcting the imbalance is executed in addition to communication with the multiple vehicles 50 for the purpose of correcting the imbalance. Therefore, if the imbalance does not exceed the predetermined value, communication with the multiple vehicles 50 for the purpose of correcting the imbalance is not executed. As a result, communication costs can be reduced.

[0053] Fig. 4 is a flowchart showing the flow of processing for VPP in this embodiment. Referring to Fig. 4, the server-side processing is called and executed at a predetermined cycle from the upper processing executed by the control device 31 of the server 30. In the server-side processing, first, the control device 31 of the server 30 judges whether it is time to plan or re-plan a DR request (step S311). The timing to plan a DR request is, for example, the timing when a DR request is received from the upper aggregator E2. The timing to re-plan a DR request is the timing when it is judged that the planned DR request has not been granted as planned.

[0054] When it is determined that it is time to (re)plan a DR request (YES in step S311), the control device 31 of the server 30 determines a combination of vehicles to request DR in response to a DR request from a higher level such as the higher level aggregator E2 (step S312). Information included in the DR request includes, for example, information indicating the date and time when DR is to be performed, information indicating whether DR is an up-DR or down-DR, and information indicating the power required for DR.

[0055] An example of a DR request from above would be, for example, a first example of a request to suppress demand by 15 (MW) with a lower DR from 13:00 to 15:00 from Monday to Friday in July and August, or a second example of a request to increase demand by 9 (MW) with an upper DR from midnight to 5:00 from January to February.

[0056] For example, in the case of the first request example, if an average of 10% of all vehicles can participate in DR and each vehicle can supply an average of 1.5 kW / vehicle, a combination of 15 MW / 1.5 kW / vehicle / 10% = 100,000 vehicles is determined. This makes it possible for 10% of the 100,000 vehicles 50 to supply 15 MW of power, and is expected to reduce demand by 15 MW.

[0057] In the second request example, if each vehicle can be charged with an average of 3.0 (kW / vehicle), a combination of 9 (MW) / 3.0 (kW / vehicle) / 10 (%) = 30,000 (vehicles) will be determined. This makes it possible for 10% of the 30,000 vehicles 50 to consume 9 (MW) of power, and an increase in demand of 9 (MW) can be expected.

[0058] Next, the control device 31 of the server 30 transmits information for requesting DR to the mobile terminal 80 of the user of the vehicle 50 determined in step S312 (step S313). The information for requesting DR includes, for example, information indicating the date and time when DR is to be performed, information indicating whether DR is an up-DR or down-DR, and information indicating the power per vehicle 50 required for DR.

[0059] The user terminal process is executed in the VPP application by being called at predetermined intervals from a higher-level process executed by the CPU of the mobile terminal 80. In the mobile terminal 80, the VPP application executed in the background causes the CPU of the mobile terminal 80 to determine whether or not information for requesting DR has been received from the server 30 (step S811). If it is determined that a DR request has been received (YES in step S811), the CPU of the mobile terminal 80 displays on the display a screen for confirming whether or not to accept the DR request (step S812). On the screen for confirming whether or not to accept the DR request, for example, a button image for inputting the intention to accept is displayed.

[0060] If it is determined that a DR request has not been received (NO in step S811), or after step S812, the CPU of the mobile terminal 80 determines whether or not consent has been input by tapping a button image for inputting consent on a screen for confirming whether to consent to the DR request on the touch panel of the display (step S813).

[0061] If it is determined that permission has been input (YES in step S813), the CPU of the mobile terminal 80 transmits information to the server 30 indicating that the DR request is permitted (step S814). If it is determined that permission has not been input (NO in step S813) or after step S814, the CPU of the mobile terminal 80 returns the process to be executed to the higher-level process that called this user terminal process.

[0062] The server 30 judges whether or not a response to the effect that the DR request is accepted has been received from the mobile terminal 80 (step S314). If it is judged that a response to the effect that the DR request is accepted has been received (YES in step S314), the control device 31 of the server 30 adds information about the user of the mobile terminal 80 that transmitted this response to a list of users who have accepted the DR request (step S315).

[0063] If the DR request list does not include the number of users required to secure the power requested by the DR even before a specified period of time before the date and time of DR implementation indicated in the DR request from the higher level, the control device 31 of the server 30 executes the processes from step S311 to step S313 again.

[0064] If it is determined that a response approving the DR request has not been received (NO in step S314), or after step S315, the control device 31 of the server 30 determines whether the current time is the timing to execute DR indicated in the DR request (step S316).

[0065] When it is determined that it is time to execute DR (YES in step S316), the control device 31 of the server 30 transmits a DR signal for starting DR execution to the EMS 60 corresponding to the user included in the DR request list, and also transmits a notice of starting DR execution to the mobile terminal 80 of the user included in the DR request list (step S317). The DR signal includes, for example, the upper and lower limits of the control range of the SOC of the battery 130 when the vehicle 50 participates in the VPP, information indicating the date and time to start DR, information indicating whether the DR is an up-DR or down-DR, and information indicating the power per vehicle 50 required for DR.

[0066] A user who accepts the DR request connects the connector 43 of the EVSE 40 designated in advance to the vehicle 50 before the timing for executing the DR arrives, thereby making the vehicle 50 ready for charging and discharging.

[0067] The EMS side processing is called and executed at predetermined intervals by the upper processing executed by the CPU of the EMS 60. In the EMS side processing, the CPU of the EMS 60 judges whether or not a DR signal has been received from the server 30 (step S611). If it is judged that a DR signal has been received (YES in step S611), the CPU of the EMS 60 controls the EVSE 40 and the vehicle 50 to charge and discharge the battery 130 of the vehicle 50 in response to the DR signal when the timing for executing DR arrives (step S612). The server 30 acquires the charging and discharging power of the battery 130 of the vehicle 50 from the smart meter 13.

[0068] For example, when the DR classification indicated by the DR signal is a lower DR, the EMS 60 transmits a signal to the EVSE 40 and the vehicle 50 to start charging the vehicle 50 with the wattage of power indicated by the DR signal. This causes the EVSE 40 to start charging the vehicle 50 with the specified power. As a result, the lower DR for the specified power can be executed by charging the vehicle 50. In addition, when the SOC of the battery 130 reaches the upper limit of the SOC indicated by the DR signal, charging is controlled to be prohibited.

[0069] Furthermore, when the DR indicated by the DR signal is an increased DR, the EMS 60 transmits a signal to the EVSE 40 and the vehicle 50 to start discharging from the vehicle 50 at the wattage of power indicated by the DR signal. This starts discharging the specified power to the vehicle 50 by the EVSE 40. As a result, the increased DR for the specified power can be executed by discharging from the vehicle 50. In addition, when the SOC of the battery 130 reaches the lower limit of the SOC indicated by the DR signal, control is performed so that discharging is prohibited.

[0070] When the DR type indicated by the DR signal is an upward DR, if the vehicle 50 has been charged until immediately before the DR execution timing, the EMS 60 may transmit a signal to the EVSE 40 and the vehicle 50 to reduce the charging power to the vehicle 50 by the wattage of the power indicated by the DR signal. This allows the EVSE 40 to continue charging the vehicle 50 with the power that is reduced from the charging power to the vehicle 50 by the power specified by the DR signal. As a result, by reducing the charging power to the vehicle 50, an upward DR can be executed by the amount of the specified power.

[0071] If it is determined that the DR signal has not been received (NO in step S611), or after step S612, the CPU of the EMS 60 returns the process to be executed to the upper process that called this EMS-side process.

[0072] When the server 30 determines that it is not the timing to execute DR (NO in step S316), the control device 31 of the server 30 determines whether or not the cumulative imbalance amount of the total charge / discharge power of the multiple vehicles 50 participating in DR, relative to the amount of power for a predetermined period requested in DR from the upper aggregator E2 (or the power company E1), exceeds a predetermined value (step S331). Note that although it is determined here whether or not it "exceeds", it may be determined whether or not it is "equal to or greater than".

[0073] In the case where a penalty is imposed according to the deviation of the amount of power actually charged and discharged from the amount of power requested during a penalty calculation period (e.g., 30 minutes or 1 hour), the predetermined period may be a period shorter than this period, and may be, for example, 5 minutes or 10 minutes. The criterion for imposing a penalty is, for example, that the deviation of the amount of power actually charged and discharged from the amount of power requested during the penalty calculation period exceeds a predetermined percentage (e.g., 10%) of the amount of power requested.

[0074] The predetermined value is a value that is a criterion for correcting the imbalance, and is a value that allows the imbalance to be eliminated even if a correction is made after exceeding this predetermined value, and may be a fixed value that is determined in advance based on the amount of power requested in DR and the number of vehicles participating in DR, or may be a variable value that varies depending on the amount of power requested in DR and the number of vehicles participating in DR, etc. In this embodiment, the predetermined value is set to be half the standard value for imposing a penalty.

[0075] For example, suppose the penalty calculation period is 30 minutes, and the amount of power requested in this penalty calculation period by DR is 20 kWh. In this case, the predetermined value is set so that the standard for imposing a penalty is that the deviation of the amount of power actually charged / discharged from the amount of power requested in the penalty calculation period is 10% of the requested amount of power of 20 kWh. In this case, the predetermined value is 20 kWh x 10% x 1 / 2 = 1 kWh.

[0076] In this case, in step S331, it is determined whether the amount of imbalance obtained by accumulating the instantaneous imbalance amounts for the power of 20 kWh / 0.5h=40 kW exceeds a predetermined value of 1 kWh.

[0077] If it is determined that the imbalance amount does not exceed the predetermined value (NO in step S331), the control device 31 of the server 30 continues charging / discharging according to the DR, and returns the process to be executed to the higher-level process that called this server-side process.

[0078] On the other hand, if it is determined that the imbalance amount exceeds the predetermined value (YES in step S331), the control device 31 of the server 30 determines whether a predetermined time (for example, a period shorter than the penalty calculation period, for example, 15 minutes) has elapsed since the imbalance amount exceeded the predetermined value (step S332).

[0079] If it is determined that a predetermined time has not passed since the imbalance amount exceeded the predetermined value (NO in step S332), the control device 31 of the server 30 calculates the amount of correction of the power indicated by the DR signal, and transmits the DR signal indicating the amount of correction to the EMS 60 corresponding to the user included in the DR request list (step S333). The initial value of the amount of correction is set to, for example, the power that reaches a predetermined value of the amount of power in one hour (in the above example, the power of 1 kW that reaches a predetermined value of 1 kWh in one hour). Thereafter, the control device 31 of the server 30 returns the process to be executed to the process that called this server-side process.

[0080] In the EMS side processing, if it is determined that a DR signal indicating the correction amount has been received (YES in step S611), the CPU of EMS 60 controls EVSE 40 and vehicle 50 to charge and discharge battery 130 of vehicle 50 with power corrected by the correction amount in accordance with the DR signal (step S612).

[0081] When it is determined that a predetermined time has passed since the imbalance amount exceeded the predetermined value (YES in step S332), the control device 31 of the server 30 increases the frequency of acquiring the states of the vehicles 50 of the users included in the DR request list, increases the frequency of the DR signals, calculates the increased correction amount as necessary, and transmits a DR signal indicating the correction amount to the EMS 60 corresponding to the users included in the DR request list (step S334). After that, the control device 31 of the server 30 returns the process to be executed to the process that called this server-side process.

[0082] [Second embodiment] 2, the server 30 is configured to transmit a charge / discharge start command to the EMS 60 that manages the EVSE 40 to which the vehicle 50 is connected. In the second embodiment, the server 30 is configured to transmit the charge / discharge start command to the EVSE 40 without going through the EMS 60.

[0083] Fig. 5 is a diagram showing a communication mode of the server 30 according to the second embodiment. Referring to Fig. 5, the server 30 is configured to directly transmit a charging start command to the EVSE 40. A communication device 33 of the server 30 is configured to be able to communicate with the EVSE 40. The EVSE 40 also includes a communication device (not shown) for communicating with the server 30. The communication device of the EVSE 40 may be mounted on the main body of the EVSE 40, or may be provided on the charging cable 42. The communication method between the server 30 and the EVSE 40 may be wired or wireless.

[0084] In the first embodiment, in steps S317, S333, and S334 of FIG. 4, the control device 31 of the server 30 transmits a DR signal to the EMS 60, and the CPU of the EMS 60 controls the EVSE 40 and the vehicle 50 to charge and discharge the battery 130 of the vehicle 50 in accordance with the DR signal.

[0085] In the second embodiment, in steps S317, S333, and S334 of FIG. 4, the control device 31 of the server 30 transmits a DR signal to the EVSE 40, and the control unit 41 of the EVSE 40 controls the power supply circuit 44 of the EVSE 40 and the vehicle 50 to charge and discharge the battery 130 of the vehicle 50 in accordance with the DR signal.

[0086] The EVSE 40 may be configured to be able to communicate with an EVSE management cloud. The communication protocol between the EVSE 40 and the EVSE management cloud may be the Open Charge Point Protocol (OCPP).

[0087] [Third embodiment] 2, the server 30 is configured to transmit a charge / discharge start command to the EMS 60 that manages the EVSE 40 to which the vehicle 50 is connected. In the third embodiment, the server 30 is configured to transmit a charge / discharge start command directly to the vehicle 50 without going through the EMS 60 or the EVSE 40.

[0088] Fig. 6 is a diagram showing a communication state of the server 30 according to the third embodiment. Referring to Fig. 6, the server 30 is configured to directly transmit a charge start command to the vehicle 50 by wireless communication. The server 30 includes a communication device 33 for wireless communication with the vehicle 50. Furthermore, the communication device 180 of the vehicle 50 includes a communication I / F for communicating with the server 30. The communication device 180 may include a DCM (Data Communication Module).

[0089] In the first embodiment, in steps S317, S333, and S334 of FIG. 4, the control device 31 of the server 30 transmits a DR signal to the EMS 60, and the CPU of the EMS 60 controls the EVSE 40 and the vehicle 50 to charge and discharge the battery 130 of the vehicle 50 in accordance with the DR signal.

[0090] In the second embodiment, in steps S317, S333, and S334 of FIG. 4, the control device 31 of the server 30 transmits a DR signal to the vehicle 50, and the ECU 150 of the vehicle 50 controls the EVSE 40 and the charger / discharger 120 of the vehicle 50 to charge and discharge the battery 130 of the vehicle 50 in accordance with the DR signal.

[0091] [Other variations] (1) In the above-described embodiment, the power trading partner of the power management system 1 is the power company E1, as shown in Fig. 3. However, this is not limited thereto, and the power trading partner is not limited to power companies such as general power transmission and distribution companies and retail electricity companies, but may be a renewable energy power generation company or a consumer such as a factory, a building, or a home.

[0092] (2) In the above-described embodiment, the power supply and demand system of the power trading partner is the power grid PG, which is a power grid constructed by power plants 11 and power transmission and distribution facilities 12, as shown in Fig. 2 and Fig. 3. However, without being limited thereto, the power supply and demand system of the power trading partner may be a renewable energy power generation system such as a wind power generator, a solar cell, or a biomass power plant, a power transmission grid, a power storage facility, or a power transmission and receiving facility, or may be electrical equipment such as electrical appliances, power storage facilities, or power transmission and receiving facilities in a factory, building, or home, or may be a stationary battery.

[0093] (3) In the above-described embodiment, the server that manages the exchange of power between each battery 130 of the multiple vehicles 50 and the power supply and demand system is the server 30 of the lower aggregator E3. However, this is not limited to this and may be the server 20 of the upper aggregator E2 or the server 10 of the power company E1. These servers 10, 20, 30 may be combined as appropriate.

[0094] (4) In the above-described embodiment, the entities that include the servers 10, 20, and 30 are the electric power company E1, the upper aggregator E2, and the lower aggregator E3, and the three entities are separate entities. However, this is not limited to this, and any of the servers 10, 20, and 30 may be included in the same entity.

[0095] (5) In the above-described embodiment, the mobile machine equipped with the power storage device is a vehicle 50. However, this is not limited to this and may be another machine, such as a drone or other flying machine.

[0096] (6) In the above-described embodiment, vehicle 50 is an electric vehicle (BEV (Battery Electric Vehicle)). However, the present invention is not limited to this, and vehicle 50 may be any vehicle that includes inlet 110 for receiving and transmitting electric power from the outside and an electricity storage device such as battery 130, and may be, for example, a plug-in hybrid electric vehicle (PHEV (Plug-in Hybrid Electric Vehicle)).

[0097] (7) In the embodiment described above, the charging / discharging equipment is the EVSE 40. However, the present invention is not limited to this, and the charging / discharging equipment may be other equipment capable of charging or discharging the vehicle 50 or the like, and may be rapid charging equipment or normal charging equipment installed at a charging station, charging equipment installed at home, or a charging cable that can be connected to a power outlet such as a household outlet.

[0098] (8) In the embodiment described above, communication between the server 30 and the vehicle 50 is not specifically described before it is determined in step S331 that the imbalance amount exceeds the predetermined value. However, communication between the server 30 and the vehicle 50 for purposes other than correcting the imbalance (for example, communication for acquiring data for calculating the imbalance) may be performed. In any case, when the imbalance amount exceeds the predetermined value, communication for correcting the imbalance is performed.

[0099] Communications for correcting the imbalance include communications to transmit a DR signal indicating the amount of correction, as shown in steps S333 and S334, and, if the amount of imbalance does not converge after a predetermined time has elapsed, communications with increased frequency to obtain the vehicle status, as shown in step S334, and increased frequency of transmission of a DR signal indicating the amount of correction, as shown in step S334.

[0100] (9) The above-described embodiments can be understood as disclosing a power management system such as the power management system 1, as disclosing a power management server such as servers 10, 20, and 30 that manage the exchange of power, as disclosing a vehicle 50 included in the power management system 1, or as disclosing a power management method or a power management program in the power management system 1.

[0101] [summary] (1) As shown in Fig. 1 to Fig. 3, Fig. 5 and Fig. 6, the power management system 1 is a system that exchanges power with a power system PG of a power company E1 with which the power management system 1 trades power, and includes a plurality of vehicles 50 equipped with batteries 130, and servers 10, 20, and 30 that manage the exchange of power between the batteries 130 of each of the plurality of vehicles 50 and the power system PG. As shown in Fig. 4, on the condition that an integrated value of the imbalance of the total power charged and discharged by the plurality of batteries 130 in response to a request for power supply and demand from the power system PG exceeds a predetermined value that is a criterion for correcting the imbalance, the servers 10, 20, and 30 execute communication with a plurality of vehicles 50 for the purpose of correcting the imbalance (for example, step S333, step S334) in addition to communication with a plurality of vehicles 50 other than those for which the imbalance is to be corrected (for example, step S317).

[0102] As a result, on the condition that the imbalance in the total power charged and discharged by the multiple batteries 130 in response to the power supply and demand request from the power company E1 exceeds a predetermined value that is a criterion for correcting the imbalance, communication with the multiple vehicles 50 for the purpose of correcting the imbalance is executed in addition to communication with the multiple vehicles 50 for the purpose of correcting the imbalance. Therefore, if the imbalance does not exceed the predetermined value, communication with the multiple vehicles 50 for the purpose of correcting the imbalance is not executed. As a result, communication costs can be reduced.

[0103] It is also intended that the embodiments disclosed herein may be implemented in appropriate combination. The embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The scope of the present disclosure is indicated by the claims, not by the description of the above-mentioned embodiments, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0104] 1 Power management system, 10, 20, 20A, 20B, 30, 30A, 30B server, 11 power plant, 12 power transmission and distribution equipment, 13 smart meter, 31 control device, 32, 153 storage device, 33 communication device, 34, 161 input device, 40 EVSE, 41 control unit, 42 charging cable, 43 connector, 44 power circuit, 50 vehicle, 60 EMS, 80 mobile terminal, 110 inlet, 120 charger / discharger, 121, 131 monitoring module, 130 battery, 140 driving drive unit, 150 ECU, 151 processor, 152 RAM, 154 timer, 162 meter panel, 170 NAVI, 180 communication device, E1 power company, E2 upper aggregator, E3 lower aggregator, PG power system, W driving wheel.

Claims

[Claim 1] An electricity management system that exchanges electricity with an electricity supply and demand system of an electricity trading partner, A plurality of vehicles equipped with power storage devices; a server that manages exchange of electric power between the power storage device of each of the plurality of vehicles and the electric power supply and demand system; The server performs communication with the multiple vehicles for the purpose of correcting the imbalance, in addition to communication with the multiple vehicles for the purpose of correcting the imbalance, on condition that an integrated value of the total imbalance of the charging and discharging of the multiple power storage devices in response to a power supply and demand request from the power supply and demand system exceeds a predetermined value that is a judgment criterion for correcting the imbalance.

Images