Power management system and power management method

Abstract

To contribute to the leveling of electricity demand or supply.SOLUTION: A VGI system that exchanges power between a power company's power grid and BEV comprises a plurality of BEVs, a plurality of EVSEs including a charging cable through which power is exchanged with the BEVs and a connector for connecting the charging cable to the BEVs, and a server that manages the power exchange. The server determines whether or not the BEV exchanges power with the power grid at a first area where a predetermined first EVSE is installed that the BEV normally uses for exchanging power with the power grid and a second EVSE installed in a second area having a different power system management (S511), and, when it is determined that the second EVSE is used for sending and receiving power, provides an incentive with higher value than when exchanging power with the power grid in the first EVSE if the contribution of the electricity exchange of the BEV to DR is higher in the second area than in the first area (S124).SELECTED DRAWING: Figure 6

Description

Technical Field

[0001] This disclosure relates to a power management system and a power management method, and particularly to a power management system for exchanging power between a power supply-demand system of a power trading partner and a vehicle, and a power management method in the power management system for exchanging power between a power supply-demand system of a power trading partner and a vehicle.

Background Art

[0002] Conventionally, there has been a virtual power plant (hereinafter referred to as "VPP") that uses an electric vehicle as a power source (see, for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In power services, it is preferable that the demand or supply of power is leveled across regions, but there are differences in the demand or supply of power from region to region.

[0005] This disclosure has been made to solve such problems, and an object thereof is to provide a power management system and a power management method that can contribute to leveling the demand or supply of power.

Means for Solving the Problems

[0006] The power management system according to this disclosure is a system for exchanging power between the power supply and demand system of a power trading partner and a vehicle, and includes a plurality of vehicles, a cable through which power exchanged between the vehicles passes, a plurality of charging and discharging devices including connectors for connecting the cable to the vehicles, and a server for managing the power exchange. The server determines whether the vehicle exchanges power with the power supply and demand system using a second charging and discharging device installed in a second region where the management of the power supply and demand system is different from that in a first region where a predetermined first charging and discharging device usually used by the vehicle in the power exchange with the power supply and demand system is installed. When it is determined that the vehicle exchanges power using the second charging and discharging device, if the contribution degree of the second region to the demand response of the power exchange of the vehicle is higher than that of the first region, an incentive with higher value is given compared to the case where the vehicle exchanges power with the power supply and demand system using the first charging and discharging device.

[0007] According to such a configuration, it is possible to promote the movement of the vehicle to a region with a high contribution degree to the demand response. As a result, it is possible to provide a power management system that can contribute to the leveling of power demand or supply.

[0008] The server may propose to the user of the vehicle a demand response that the vehicle can participate in in the second region.

[0009] According to such a configuration, it is possible to promote the movement of the vehicle to the second region. As a result, it is possible to contribute to the leveling of power demand or supply in the second region.

[0010] The server may show the contribution degree of the vehicle for each demand response in the second region to the user of the vehicle.

[0011] According to such a configuration, it is possible to promote the movement of the vehicle to the second region. As a result, it is possible to contribute to the leveling of power demand or supply in the second region.

[0012] The server may propose to the user of the vehicle a demand response in which the vehicle can participate on the condition that the connector of the second charging / discharging device is connected to the vehicle.

[0013] According to such a configuration, an incentive can be given on the condition that the vehicle is actually in a state where it can contribute to the demand response.

[0014] According to another aspect of this disclosure, a power management method is a method for managing power in a power management system that exchanges power between a power supply / demand system of a power trading partner and a vehicle. The power management system includes a plurality of charging / discharging devices including a plurality of vehicles, a cable through which power exchanged between the vehicles passes, and a connector for connecting the cable to the vehicle, and a server for managing the exchange of power. The power management method includes a step in which the server determines whether the vehicle conducts power exchange with the power supply / demand system using a second charging / discharging device installed in a second region where the management of the power supply / demand system is different from that of a first region where a predetermined first charging / discharging device usually used by the vehicle in power exchange with the power supply / demand system is installed, and a step in which, when the server determines that the vehicle conducts power exchange using the second charging / discharging device, if the contribution degree of the second region to the demand response of the power exchange of the vehicle is higher than that of the first region, an incentive of higher value is given as compared with the case where the vehicle conducts power exchange with the power supply / demand system using the first charging / discharging device.

[0015] According to such a configuration, it is possible to provide a power management method capable of contributing to the leveling of power demand or supply.

Effects of the Invention

[0016] According to this disclosure, it is possible to provide a power management system and a power management method capable of contributing to the leveling of power demand or supply.

Brief Description of the Drawings

[0017]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Embodiments for Carrying Out the Invention

[0018] Hereinafter, embodiments 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 their descriptions are not repeated.

[0019] In recent years, the power system that depends on large-scale power plants (centralized energy resources) owned by power companies has been reviewed, and a mechanism for utilizing energy resources (hereinafter, also referred to as "DSR (Demand Side Resources)") owned by each consumer in the power system has been promoted. DSR functions as distributed energy resources (hereinafter, also referred to as "DER (Distributed Energy Resources)").

[0020] As a mechanism for applying DSR to a power system, a VPP (Virtual Power Plant) has been proposed. A VPP is a mechanism that bundles a large number of DERs (for example, DSR) using advanced energy management technology utilizing IoT (Internet of Things), and functions as if it were a single power plant by remotely and integrally controlling these DERs. In a VPP, an electric utility that bundles DERs and provides an energy management service is called an "aggregator". A power company can adjust the power supply-demand balance by demand response (DR), for example, in cooperation with an aggregator.

[0021] In the VGI (Vehicle Grid Integration) system according to this embodiment, as DSR for realizing a VPP, vehicles equipped with a power storage device (more specifically, electric vehicles (hereinafter referred to as BEVs (Battery Electric Vehicles)) and plug-in hybrid vehicles (PHEVs (Plug-in Hybrid Electric Vehicles)), etc., electric vehicles capable of external charging and discharging) are adopted.

[0022] FIG. 1 is a diagram showing the configuration of the VGI system according to this embodiment. Referring to FIG. 1, the VGI system 1 includes a power company E1, a superior aggregator E2, and an inferior aggregator E3.

[0023] The power company E1 generates and supplies power. The power company E1 can obtain profits, for example, by conducting transactions with consumers (for example, individuals or companies) who use power. The power company E1 maintains and manages a server 10, a power plant 11, power transmission and distribution facilities 12, and smart meters 13A and 13B.

[0024] The power plant 11 is equipped with a power generation device for generating electricity, and is configured to supply the electric power generated by the power generation device to the power transmission and distribution facilities 12. The power generation method of the power plant 11 is arbitrary, and may be, for example, thermal power generation, hydraulic power generation, wind power generation, nuclear power generation, or solar power generation. The power transmission and distribution facilities 12 include transmission lines, substations, and distribution lines, and are configured to perform power transmission and distribution of the electric power supplied from the power plant 11. The power plant 11 and the power transmission and distribution facilities 12 construct a power system (power grid).

[0025] Each of the smart meters 13A and 13B is configured to measure the power consumption at every predetermined time interval (for example, every 30 minutes), store the measured power consumption, and transmit it to the server 10. As a communication protocol between the smart meters 13A and 13B and the server 10, for example, IEC (DLMS / COSEM) can be adopted. The smart meters 13A and 13B are each configured to measure the power consumption in the EVSEs 40A and 40B described later (for example, the amount of electric power used for charging the BEVs 50A and 50B). The power company E1 corresponds to the management operator of each of the EVSEs 40A and 40B.

[0026] Each operator belonging to the upper aggregator E2 (hereinafter also referred to as "parent AG") manages a plurality of operators belonging to the lower aggregator E3 (hereinafter also referred to as "child AG"), and provides an energy management service by aggregating the amounts of electric power controlled by the child AGs within its jurisdiction. The parent AG can obtain profits, for example, by conducting transactions with the power company E1.

[0027] Server 10 is configured to manage information of a plurality of parent AGs (for example, parent AGs registered in server 10) within its jurisdiction. Identification information (ID) for identifying a parent AG is assigned to each parent AG. Server 10 manages information for each parent AG distinguished by the ID of the parent AG. The parent AG may procure the power supply capacity (capacity) not only from BEVs (battery electric vehicles) but also from resources other than BEVs (for example, biomass). The upper aggregator E2 includes a plurality of servers (for example, servers 20A to 20C) provided for each parent AG. Hereinafter, unless otherwise distinguished and described, each server included in the upper aggregator E2 is referred to as "server 20". Although three servers 20 (servers 20A to 20C) are shown in FIG. 1, the number of servers 20 included in the upper aggregator E2 is arbitrary and may be 10 or more.

[0028] Each server 20 included in the upper aggregator E2 is configured to manage information of a plurality of child AGs (for example, child AGs registered in server 20) within its jurisdiction. Each operator (child AG) belonging to the lower aggregator E3 controls the amount of power by requesting suppression or increase of power demand from each customer by means of a DR signal (demand response signal). Identification information (ID) for identifying a child AG is assigned to each child AG. Server 20 manages information for each child AG distinguished by the ID of the child AG. The lower aggregator E3 includes a plurality of servers (for example, servers 30A to 30C) provided for each child AG. Hereinafter, unless otherwise distinguished and described, each server included in the lower aggregator E3 is referred to as "server 30". Servers 30A to 30C shown in FIG. 1 are managed by a common server 20 (for example, server 20B). Note that the number of servers 30 managed by each server 20 included in the upper aggregator E2 is arbitrary and may be 10 or more.

[0029] In the VGI system 1 shown in FIG. 1, the customers managed by the child AG (and thus, the server 30) are BEVs (battery electric vehicles). The BEV can receive power supply from an EVSE (electric vehicle supply equipment). In this embodiment, the VGI system 1 includes both an AC-type (alternating current power supply type) EVSE and a DC-type (direct current power supply type) EVSE.

[0030] The EVSE 40A included in the VGI system 1 shown in FIG. 1 is a home EVSE (i.e., an EVSE installed in a residence). The home EVSE can be managed by a HEMS-GW (Home Energy Management System-Gateway). For example, the EVSE 40A is managed by the HEMS-GW 60. The EVSE 40B included in the VGI system 1 shown in FIG. 1 is a public EVSE. The public EVSE is installed, for example, in public facilities, commercial facilities, accommodation facilities, parking lots (e.g., highway service areas), etc. as infrastructure for charging a power storage device mounted on an electric vehicle. Typical examples of the public EVSE include an AC-type normal charger and a DC-type rapid charger.

[0031] The VGI system 1 includes a plurality of each of the EVSE, BEV, and HEMS-GW (only one of each is shown in FIG. 1). The number of the EVSE, BEV, and HEMS-GW included in the VGI system 1 is arbitrary independently, and may be 10 or more, or may be 100 or more. Hereinafter, unless otherwise distinguished and described, each EVSE, each BEV, and each HEMS-GW included in the VGI system 1 are described as "EVSE 40", "BEV 50", and "HEMS-GW 60", respectively. Each BEV 50 included in the VGI system 1 may be a vehicle owned by an individual (hereinafter, also referred to as "POV vehicle") or a vehicle managed by a MaaS (Mobility as a Service) operator (hereinafter, also referred to as "MaaS vehicle"). In this embodiment, the users of each BEV 50 included in the VGI system 1 have a contract with the power company E1. By this contract, the user obtains the right to receive a reward from the power company E1 when adjusting the power demand in response to a request from the power company E1.

[0032] Each server 30 included in the lower aggregator E3 is configured to manage information on a plurality of BEVs 50 (for example, BEVs registered in the server 30) within its jurisdiction. Identification information (hereinafter, also referred to as "vehicle ID") for identifying the BEV 50 is assigned to each BEV 50. The server 30 manages information for each BEV 50 separately by the vehicle ID. In addition, each server 30 included in the lower aggregator E3 is configured to be communicable with each HEMS-GW 60 (for example, HEMS-GW registered in the server 30) within its jurisdiction.

[0033] The EVSE40A is connected to the power grid of power company E1 via the smart meter 13A. The power consumption of the EVSE40A is measured by the smart meter 13A and transmitted to the server 10. The EVSE40B is connected to the power grid of power company E1 via the smart meter 13B. The power consumption of the EVSE40B is measured by the smart meter 13B and transmitted to the server 10. Hereinafter, unless otherwise distinguished, each of the smart meters 13A and 13B included in the VGI system 1 will be referred to as "smart meter 13".

[0034] The smart meter 13 is provided for each EVSE40 included in the VGI system 1. Each EVSE40 included in the VGI system 1 is managed by the power company E1 and is connected to the power grid provided by the power company E1. Each EVSE40 included in the VGI system 1 receives power supply from the power company E1. In the VGI system 1, identification information (hereinafter also referred to as "facility ID") for identifying the EVSE40 is assigned to each EVSE40, and the server 10 manages the power consumption of each EVSE40 separately by the facility ID. The power company E1 monitors the amount of power used by each EVSE40 included in the VGI system 1 (i.e., the amount of power supplied to the consumer) by each smart meter 13 and supplies power to the consumer through each EVSE40 included in the VGI system 1.

[0035] The plurality of EVSE40s included in the VGI system 1 include charging facilities that do not support reverse power flow and charging facilities that support reverse power flow (i.e., charge-discharge facilities). The charge-discharge facility is configured to supply the power received from the BEV50 to the power grid of the power company E1 (i.e., reverse power flow). The smart meter 13 provided in the charge-discharge facility is configured to measure the amount of reverse power flow in addition to the power consumption.

[0036] The functions of the components that make up the VGI system 1 will be described below with reference to FIG. 2. FIG. 2 is a communication system diagram of the VGI system 1. In FIG. 2, BEV50A is electrically connected to EVSE40A (a home EVSE) via a charging cable. BEV50B is electrically connected to EVSE40B (a public EVSE) via a charging cable. BEV50C is in motion.

[0037] Referring to FIG. 2, in the VGI system 1, the server 10 and the server 20 are configured to be able to communicate with each other. Also, the server 20 and the server 30 are configured to be able to communicate with each other. The communication method between the servers 10 and 20 and the communication method between the servers 20 and 30 are each independently arbitrary, and may be, for example, a VPN (Virtual Private Network).

[0038] The server 30 is configured to be able to communicate with each BEV50 (that is, BEV50A to 50C) and each HEMS-GW60. The server 30 and the HEMS-GW60 are configured to communicate with each other via, for example, the Internet. The server 30 and each BEV50 are configured to communicate wirelessly with each other via, for example, a mobile communication network (telematics).

[0039] The HEMS-GW60 and the EVSE40A are configured to communicate with each other via, for example, a LAN (Local Area Network). The LAN may be a wired LAN or a wireless LAN.

[0040] The EVSE40A and the BEV50A are configured to communicate with each other via a charging cable. Also, the EVSE40B and the BEV50B are configured to communicate with each other via a charging cable. The communication method between the EVSE40A and the BEV50A and the communication method between the EVSE40B and the BEV50B are each independently arbitrary, and may be CAN (Controller Area Network) or PLC (Power Line Communication).

[0041] The VGI system 1 further includes a data center 70 and a mobile terminal 80 registered in the data center 70. The data center 70 is configured to include, for example, a server (not shown) that manages information. In this embodiment, a smartphone equipped with a touch panel display is adopted as the mobile terminal 80. However, it is not limited to this, and any mobile terminal can be adopted as the mobile terminal 80. For example, a tablet terminal, a portable game machine, and a wearable device such as a smartwatch can also be adopted.

[0042] The data center 70 is configured to communicate with the server 30 via, for example, the Internet. The data center 70 is configured to manage information of a plurality of registered mobile terminals 80. The information of the mobile terminal 80 includes, in addition to information about the terminal itself (for example, the communication address of the mobile terminal 80), information about the user who carries the mobile terminal 80 (for example, information indicating the electricity provider with which the user has a contract, and the vehicle ID of the BEV 50 to which the user belongs). Identification information (hereinafter also referred to as "terminal ID") for identifying the mobile terminal 80 is assigned to each mobile terminal 80, and the data center 70 manages information for each mobile terminal 80 separately using the terminal ID. The terminal ID also functions as information (user ID) for identifying the user. Although only one mobile terminal 80 is shown in FIG. 2, the mobile terminal 80 is carried by each user.

[0043] A predetermined application software (hereinafter simply referred to as "app") is installed in the mobile terminal 80, and the mobile terminal 80 is configured to exchange information with each of the HEMS-GW 60 and the data center 70 through the app. The mobile terminal 80 is configured to wirelessly communicate with each of the HEMS-GW 60 and the data center 70 via, for example, the Internet.

[0044] Server 10 is configured to adjust the power supply-demand balance by using DR (Demand Response). When performing such adjustment, Server 10 first transmits a signal (hereinafter also referred to as "DR participation request") requesting participation in DR to each Server 20 (for example, Servers 20A to 20C shown in FIG. 1) included in the upper aggregator E2. The DR participation request includes the area targeted by the DR, the type of DR (for example, down DR or up DR), and the DR period.

[0045] When Server 20 receives a DR participation request from Server 10, it is configured to obtain the DR available amount (that is, the amount of electric power that can be adjusted according to DR) and transmit it to Server 10. Server 20 can obtain the DR available amount based on, for example, the sum of the DR capacities (that is, the capacities that can respond to DR) of each sub-AG within its jurisdiction. Server 20 can obtain the DR capacity of each sub-AG within its jurisdiction by, for example, querying Server 30. Server 10 determines the DR amount for each parent AG (that is, the amount of power adjustment requested for the parent AG) based on the DR available amounts received from each Server 20 included in the upper aggregator E2, and transmits a signal (hereinafter also referred to as "first DR execution instruction") instructing DR execution to the Server 20 of each parent AG. The first DR execution instruction includes the area targeted by the DR, the type of DR (for example, down DR or up DR), the DR amount for the parent AG, and the DR period.

[0046] Server 30 is configured to sequentially acquire and store information indicating the state of each BEV50 within its jurisdiction (for example, vehicle position, battery remaining amount, driving schedule, and driving conditions) from each BEV50. By accumulating such data, the charge / discharge history and driving history of each BEV50 within the jurisdiction will be stored in server 30. Also, server 30 is configured to sequentially acquire and store information indicating the state of each EVSE40 within its jurisdiction (for example, information indicating whether it is in the process of charging, charging schedule, and charging conditions) from each HEMS-GW60 connected to each EVSE40. By accumulating such data, the charging history and reverse power flow history of each EVSE40 within the jurisdiction will be stored in server 30.

[0047] The user can send information indicating the user's state and schedule to data center 70 by operating the mobile terminal 80. Examples of information indicating the user's state include information indicating whether the user is in a situation where they can respond to DR. Examples of information indicating the user's schedule include the time when the POV vehicle departs from home or the operation plan of the MaaS vehicle. Data center 70 is configured to distinguish and store the above-mentioned information received from the mobile terminal 80 for each terminal ID. Server 30 can acquire information regarding the user from data center 70.

[0048] When there is the above-mentioned inquiry from server 20, server 30 is configured to determine the DR capacity of the child AG corresponding to that server 30 based on the information regarding each of the above-mentioned BEV50, EVSE40, and the user, and send that DR capacity to server 20. When server 20 receives the above-mentioned first DR execution instruction from server 10, it determines the DR amount for each child AG (that is, the amount of power for which adjustment is requested from the child AG) based on the DR capacities received from each server 30 included in the lower aggregator E3, and transmits a signal (hereinafter, also referred to as the "second DR execution instruction") instructing DR execution to the server 30 of each child AG. The second DR execution instruction includes the area targeted by the DR, the type of DR (for example, down DR or up DR), the DR amount for the child AG, and the DR period.

[0049] When the server 30 receives the second DR execution instruction, it allocates the DR amount to each BEV 50 within its jurisdiction that is DR-capable, creates a DR signal for each BEV 50, and transmits the DR signal to each BEV 50. The DR signal includes the type of DR (e.g., down DR or up DR), the DR amount for the BEV 50, and the DR period. The DR amount of the up DR required for the BEV 50 during the DR period may be, for example, the charging power during the DR period, or the amount of charge (i.e., the time integral value of the charging power) during the DR period. The DR amount of the down DR required for the BEV 50 during the DR period may be, for example, the amount of discharge (i.e., the time integral value of the discharge power) during the DR period, or a guard value (i.e., the upper limit value of the charging power) that limits the charging power during the DR period.

[0050] When the user of each BEV 50 included in the VGI system 1 receives the above DR signal, they can contribute to the adjustment of the power demand by performing charging or discharging in accordance with the DR using the charging facility (i.e., any one of the plurality of EVSEs 40 included in the VGI system 1) managed by the power company E1, which is the contracting business operator. And the user who has contributed to the adjustment of the power demand has the right to receive a reward (consideration for the contribution) from the power company E1 based on the contract with the power company E1 described above.

[0051] FIG. 3 is a diagram showing the configuration of the BEV50. Referring to FIG. 3, the BEV50 includes a motor generator (hereinafter referred to as "MG (Motor Generator)") 51, a power transmission gear 52, a drive shaft 53, a power control unit (hereinafter referred to as "PCU (Power Control Unit)") 54, a high-voltage battery 110, a monitoring unit 120, a charger / discharger 150, an inlet 160, a communication device 180, an electronic control unit (hereinafter referred to as "ECU (Electronic Control Unit)") 200, a car navigation system (hereinafter also referred to as "NAVI system") 300, an input device 310, and a notification device 320. The ECU 200 is configured to perform charge control and discharge control of the high-voltage battery 110.

[0052] The high-voltage battery 110 is configured to store power for driving. The high-voltage battery 110 includes a secondary battery such as, for example, a lithium-ion battery or a nickel-metal hydride battery. The secondary battery may be a single cell or a battery pack. Also, instead of the secondary battery, another power storage device such as an electric double layer capacitor may be adopted.

[0053] The inlet 160 is configured to receive power supplied from outside the BEV50. The connector 43 of the charging cable 42 can be connected to the inlet 160.

[0054] The charger / discharger 150 is located between the inlet 160 and the high-voltage battery 110. The charger / discharger 150 includes a relay for switching the connection / disconnection of the power path from the inlet 160 to the high-voltage battery 110 and a power conversion circuit (for example, a bidirectional converter) (both not shown). Each of the relay and the power conversion circuit included in the charger / discharger 150 is controlled by the ECU 200.

[0055] When the EVSE 40 outside the BEV 50 and the inlet 160 are connected via the charging cable 42, power can be transferred between the EVSE 40 and the BEV 50. For example, it becomes possible to charge the high-voltage battery 110 of the BEV 50 by receiving power supply from outside the BEV 50 (hereinafter, also referred to as "external charging"). The power for external charging is supplied from the EVSE 40 to the inlet 160 through the charging cable 42, for example. The charger 150 is configured to convert the power received by the inlet 160 into power suitable for charging the high-voltage battery 110 and output the converted power to the high-voltage battery 110. Also, when the EVSE 40 and the inlet 160 are connected via the charging cable 42, it becomes possible to supply power (and thus discharge the high-voltage battery 110) from the BEV 50 to the EVSE 40 through the charging cable 42. The power for power supply to the outside of the BEV 50 (hereinafter, also referred to as "external power supply") is supplied from the high-voltage battery 110 to the charger 150. The charger 150 is configured to convert the power supplied from the high-voltage battery 110 into power suitable for external power supply and output the converted power to the inlet 160. When either external charging or external power supply is executed, the relay of the charger 150 is set to the closed state (connected state), and when neither external charging nor external power supply is executed, the relay of the charger 150 is set to the open state (cut-off state).

[0056] The charger 150 and the inlet 160 may be a charger and an inlet corresponding to the AC method, or may be a charger and an inlet corresponding to the DC method. The BEV 50 may be provided with a plurality of types of chargers and inlets so as to be compatible with a plurality of types of methods (for example, both the AC method and the DC method).

[0057] Note that the configuration of the charger 150 is not limited to the above and can be changed as appropriate. The charger 150 may include, for example, at least one of a rectifier circuit, a power factor correction circuit, an insulation circuit (for example, an isolation transformer), an inverter, and a filter circuit.

[0058] MG51 is, for example, a three-phase AC motor generator. MG51 is driven by PCU54 and is configured to generate the driving force for the running of BEV50. PCU54 is configured to include, for example, a control device including a processor, an inverter, and a converter (none of which are shown). The control device of PCU54 receives an instruction (control signal) from ECU200 and is configured to control the inverter and converter of PCU54 according to the instruction. PCU54 further includes a system main relay (hereinafter referred to as "SMR (System Main Relay)") not shown. SMR is configured to switch the connection / disconnection of the power path from high-voltage battery 110 to PCU54. The state (connection / disconnection) of SMR is controlled by ECU200. SMR is in a closed state (connected state) during vehicle running.

[0059] MG51 is mechanically connected to drive shaft 53 via power transmission gear 52 that serves as a speed reducer. The drive wheels (not shown) of BEV50 are attached to both ends of drive shaft 53 and are configured to rotate integrally with drive shaft 53. MG51 is driven by the power supplied from high-voltage battery 110 through the inverter and converter of PCU54 and enters a power running state. MG51 in the power running state rotates drive shaft 53 (and thus the drive wheels of BEV50). Also, MG51 is configured to perform regenerative power generation and supply the generated power to high-voltage battery 110. The drive mode of BEV50 is arbitrary. For example, it may be front-wheel drive or four-wheel drive. Although a configuration with only one MG is shown in FIG. 3, the number of MGs is not limited to this, and a configuration with multiple MGs (for example, two) may also be used.

[0060] The monitoring unit 120 includes various sensors that detect the state (e.g., temperature, current, and voltage) of the high-voltage battery 110, and outputs the detection results to the ECU 200. The ECU 200 can obtain the state (e.g., temperature, current, voltage, SOC (State Of Charge), and internal resistance) of the high-voltage battery 110 based on the output of the monitoring unit 120 (i.e., the detection values of various sensors). The SOC indicates the remaining charge, for example, it represents the ratio of the current charge amount to the full charge amount of the battery from 0 to 100%.

[0061] The communication device 180 includes a communication I / F (interface) for communicating with each of the server 30, the EVSE 40, and the mobile terminal 80. The communication device 180 is registered with the server 30. Further, the communication device 180 may further include a communication I / F for communicating with each of the HEMS-GW 60 and the data center 70.

[0062] The ECU 200 is configured to include a processor 210, a RAM (Random Access Memory) 220, and a storage device 230. As the processor 210, for example, a CPU (Central Processing Unit) can be adopted. The RAM 220 functions as a working memory that temporarily stores data processed by the processor 210. The storage device 230 is configured to be able to store the stored information. The storage device 230 includes, for example, a ROM (Read Only Memory) and a rewritable non-volatile memory. In addition to the program, information used by the program (e.g., maps, mathematical formulas, and various parameters) is stored in the storage device 230. The ECU 200 is configured to communicate with devices external to the BEV 50 (e.g., the server 30, the EVSE 40, and the mobile terminal 80) through the communication device 180. Note that the number of processors included in the ECU 200 is arbitrary, and a processor may be prepared for each predetermined control.

[0063] The NAVI system 300 includes a control device 301, a touch panel display (hereinafter also referred to as "TPD") 302, a GPS (Global Positioning System) module 303, a storage device 304, operation buttons 305, and a speaker 306. The control device 301 includes a processor and a RAM (both not shown). As the storage device 304, for example, at least one of a hard disk drive and an SSD (Solid State Drive) can be adopted. The storage device 304 stores map information and a route search program. In this embodiment, as the speaker 306, a smart speaker (that is, a speaker having an AI (Artificial Intelligence) assistant function corresponding to interactive voice operation) is adopted. However, it is not limited to this, and instead of the smart speaker, a general speaker that does not accept voice input may be adopted.

[0064] The TPD 302 receives touch inputs from the user and displays maps and other information. The speaker 306 receives voice inputs from the user and outputs sounds (including voices). The operation buttons 305 also receive inputs from the user. The TPD 302, the speaker 306, and the operation buttons 305 all function as input devices and are configured to output signals corresponding to inputs from the user to the control device 301. In addition, each of the TPD 302 and the speaker 306 functions as a notification device and is configured to notify the user (for example, the occupant of the BEV 50).

[0065] The GPS module 303 is configured to receive signals from GPS satellites (not shown) (hereinafter referred to as "GPS signals"). The control device 301 is configured to identify the position of the BEV 50 using the GPS signals. The control device 301 is configured to control the TPD 302 so that the position of the BEV 50 is shown in real time on the map displayed by the TPD 302. The control device 301 performs route search to find the optimal route (for example, the shortest route) from the current position of the BEV 50 to the destination by executing a route search program, and is configured to show the optimal route found by the route search on the map displayed by the TPD 302. The user can set a destination for the control device 301 through the above-described input devices (that is, the TPD 302, the speaker 306, and the operation button 305).

[0066] The BEV 50 is equipped with an input device 310 separately from the input devices of the NAVI system 300. The input device 310 is configured to receive an input from the user and output a signal corresponding to the input from the user to the ECU 200. The communication method between the ECU 200 and the input device 310 may be wired or wireless. Examples of the input device 310 include various switches, various pointing devices, keyboards, smart speakers, and touch panels.

[0067] The BEV 50 is equipped with a notification device 320 separately from the notification devices of the NAVI system 300. The notification device 320 is configured to perform a predetermined notification process to the user (for example, the occupant of the BEV 50) when requested by the ECU 200. The notification device 320 may be any of a display device (for example, a touch panel display), a speaker (for example, a smart speaker), and a lamp (for example, a MIL (malfunction indicator lamp)).

[0068] FIG. 4 is a diagram showing an input device and a notification device mounted near the driver's seat of the BEV50. Referring to FIG. 4, the BEV50 includes operation buttons 311 and 312, a head-up display (hereinafter referred to as "HUD") 321, and a meter panel 322. The operation buttons 311 and 312 are included in the input device 310 (FIG. 3) described above. The operation button 311 is an operation button provided on the instrument panel of the BEV50. The operation button 312 is an operation button provided on the steering wheel 502 of the BEV50. Each of the HUD 321 and the meter panel 322 is included in the notification device 320 (FIG. 3) described above. The HUD 321 is a display provided on the front glass 501 of the BEV50. The meter panel 322 is located near the front glass 501 and is configured to display information of the BEV50 (for example, battery remaining amount (SOC), traveling speed, traveling distance, average power consumption, and outside air temperature). Further, a TPD 302 and an operation button 305 of the NAVI system 300 (FIG. 3) are provided on the instrument panel of the BEV50. The main body of the NAVI system 300 is disposed inside the instrument panel.

[0069] FIG. 5 is a diagram for explaining the BEV50B connected to the public EVSE40B. Referring to FIG. 5, the BEV50B is electrically connected to the EVSE40B via a charging cable 42 while parked in a parking lot where the EVSE40B is installed. The charging cable 42 includes a connector 43 at its tip. When the connector 43 of the charging cable 42 connected to the EVSE40B is connected to the inlet 160 of the BEV50B, communication between the BEV50B and the EVSE40B becomes possible, and power can be supplied from the power source 41 provided in the EVSE40B (that is, a power source provided outside the BEV50B) to the BEV50B (and thus to the high-voltage battery 110). The power source 41 is connected to the power grid PG provided by the power company E1 (FIG. 1) via a smart meter 13B. The power source 41 is configured to supply the power supplied from the power grid PG to the BEV50B via the charging cable 42. The power consumption in the EVSE40B is measured by the smart meter 13B.

[0070] The communication device 180 mounted on the BEV50B is configured to communicate with the EVSE40B via the charging cable 42. Further, the communication device 180 is configured to wirelessly communicate with the server 30 via, for example, a mobile communication network. Furthermore, 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 in the vicinity of the vehicle). In this embodiment, communication is not performed between the server 30 and the EVSE40B, but the server 30 and the EVSE40B may be configured to be able to communicate with each other. Further, at least one of the communication device 180 and the mobile terminal 80 may be configured to receive the power consumption amount in the EVSE40B from the smart meter 13B. At least one of the notification device 320 and the mobile terminal 80 may be configured to display at least one of the measured value of the smart meter 13B, the DR amount assigned to the BEV50B, and the achievement rate of the DR amount during charging or discharging of the high-voltage battery 110.

[0071] In the power service, it is preferable that the demand or supply of power is leveled in each region, but there are differences in the demand or supply of power from region to region.

[0072] Therefore, the management server (for example, any one of the servers 10, 20, 30) determines whether the BEV50 performs power exchange with the power grid PG using the second EVSE40B installed in the second region where the management of the power grid PG is different from that of the first region where the first EVSE40A, which is a predetermined first EVSE used in the normal power exchange of the BEV50 with the power grid PG, is installed. When it is determined that the BEV50 performs power exchange using the second EVSE40B, and when the contribution degree of the BEV50's power exchange to DR in the second region is higher than that in the first region, a more valuable incentive is given compared to the case where power exchange is performed between the first EVSE40A and the power grid PG.

[0073] This makes it possible to promote the movement of the BEV50 to areas with a high contribution to DR. As a result, it is possible to contribute to the leveling of power demand or supply.

[0074] FIG. 6 is a diagram showing a processing flow for providing an incentive for participation in the VPP. Referring to FIG. 6, first, in the BEV50, the ECU200 determines whether the connector 43 of the EVSE40 is connected to the inlet 160 (step S511). When it is determined that the connector 43 is connected (YES in step S511), the ECU200 acquires information indicating the current position from the GPS module 303 and transmits it to the management server (any one of the servers 10, 20, 30) (step S512).

[0075] In the management server, the CPU of the management server determines whether it has received information indicating the current position from the BEV50 (step S111). When it is determined that the information indicating the current position has been received (YES in step S111), the CPU of the management server searches for DRs in which the vehicle can participate (step S112), and transmits a search result including information indicating the level of contribution when the BEV50 participates in the DR to the BEV50 (step S113). The contribution is indicated, for example, by the ratio of the power that the BEV50 can be responsible for among the power required for DRs such as up-DR, down-DR, or up-and-down DR. For example, when the power required for DR is 100 kW and the power that the BEV50 can be responsible for is 1 kW, the contribution of the BEV50 is 1 (kW) / 100 (kW)=1 (%). Also, when the required number of BEV50s participating in DR is 100, the contribution of the BEV50 is 1 (unit) / 100 (units)=1 (%). Since the power demand and supply vary depending on each region with different power grids PG, the contribution of the BEV50 in DR varies.

[0076] In the BEV50, the ECU200 determines whether it has received a search result from the management server (step S513). If it is determined that the search result has been received (YES in step S513), the ECU200 causes the search result to be displayed on the TPD302 (step S514). In this case, the contribution degree of the BEV50 for each participable DR is also displayed.

[0077] The ECU200 determines whether a DR that the user of the BEV50 wishes to participate in has been selected from the search results displayed on the TPD302 (step S521). If it is determined that a DR that the user wishes to participate in has been selected (YES in step S521), the ECU200 transmits information indicating the DR that the user wishes to participate in to the management server (step S522).

[0078] The CPU of the management server determines whether information indicating a DR that the user wishes to participate in has been received from the BEV50 (step S121). If it is determined that information indicating a DR that the user wishes to participate in has been received (YES in step S121), the CPU of the management server stores the information indicating the DR that the user wishes to participate in, in association with the vehicle ID for identifying the BEV50, in the storage device of the management server (step S122).

[0079] When the start time of the DR that the user wishes to participate in arrives, the control of the DR is started, and power exchange starts between the BEV50 and the power grid PG.

[0080] The CPU of the management server determines whether the participation of the BEV50 in the DR has ended (step S123). If it is determined that the participation in the DR has ended (YES in step S123), the CPU of the management server grants an incentive to the user of the BEV50 (step S124). In this granting, if the region of the power grid PG where the contribution to the DR is higher than that of the region of the power grid PG where the BEV50 is based, more incentives are granted than when it is the region of the power grid PG with a lower contribution. For example, when the contribution to the DR at the location where the BEV50 is based is 1%, if it participates in the DR in a region with a contribution of 2% which is larger, more incentives (for example, incentives proportional to the contribution, if the contribution is a times, ak times (k: proportionality constant) of the incentives) are granted. The incentive may be money, or a value equivalent to the monetary value (for example, points), or a discount rate or amount of the electricity bill.

[0081] The CPU of the management server notifies the BEV50 that the incentive has been granted (step S125).

[0082] In the BEV50, the ECU200 determines whether it has received a notification from the management server that an incentive has been granted (step S531). If it is determined that this notification has been received (YES in step S531), the ECU200 notifies that the incentive has been granted by the TPD302 or the speaker 306, etc. (step S532).

[0083] [Modification Example] (1) In the above-described embodiment, it is assumed that the electricity trading partner is the power company E1. However, it is not limited to this, and the electricity trading partner may be another operator other than a power generation operator such as the power company E1. For example, it may be a general power transmission and distribution operator, a retail electricity operator, or a power consumer such as a general operator.

[0084] (2) In the above-described embodiments, it was assumed that the power supply and demand system of the power trading partner is the power grid PG. However, it is not limited to this, and the power supply and demand system of the power trading partner may be another system, for example, a power line system within a business establishment.

[0085] (3) In the above-described embodiments, it was assumed that the electric vehicle is the BEV50. However, it is not limited to this, and the electric vehicle may be any vehicle equipped with a power storage device and capable of external charging and discharging, for example, a PHEV or a plug-in fuel cell vehicle (FCEV (Fuel Cell Electric Vehicle)).

[0086] (4) In the above-described embodiments, the contribution degree of the BEV50 in the area participating in DR was compared with the contribution degree at the location where the BEV50 is based. However, the comparison source is not limited to the location where the BEV50 is based, and it may be another area as long as it is an area where a predetermined EVSE40 usually used for the BEV is installed.

[0087] (5) In the above-described embodiments, as shown in steps S511 to S514 in FIG. 6 and steps S111 to S113, DRs that can be participated in are proposed to the user on the condition that the connector of the EVSE40 is connected to the BEV50. However, it is not limited to this, and the user may specify an area using an information terminal such as a mobile terminal, configure it to be able to search for DRs that can be participated in in the area, and then be able to participate in DRs in the area.

[0088] (6) In the above-described mobile implementation, incentives are provided by actually participating in DR. However, not limited to this, since just by moving the BEV50 between regions, charging of the BEV50 becomes unnecessary in the region before movement and necessary in the region after movement, the contribution degree to the downward DR in the region before movement increases, and the contribution degree to the upward DR in the region after movement increases. Thus, incentives may be provided to the user of the BEV50 for this contribution degree.

[0089] (7) The above-described embodiment can be regarded as a disclosure of a power management system such as the VGI system 1, a disclosure of a power management method in a power management system, a disclosure of the servers 10, 20, 30, the EVSE 40 or the BEV50, or a disclosure of a power management method or a power management program executed by the servers 10, 20, 30, the EVSE 40 or the BEV50.

[0090] [Summary] (1) As shown in FIGS. 1 and 2, the VGI system 1 is a system for exchanging electric power between the power grid PG of the power company E1 and the BEV 50. As shown in FIGS. 1 and 2, the VGI system 1 includes a plurality of BEVs 50, a plurality of EVSEs 40 including a charging cable 42 through which the electric power exchanged between the BEVs 50 passes and a connector 43 for connecting the charging cable 42 to the BEV 50, and a management server (for example, any one of the servers 10, 20, 30) for managing the exchange of electric power. As shown in FIG. 6, the management server determines whether the BEV 50 exchanges electric power with the power grid PG using a second EVSE 40 installed in a second area where the management of the power grid PG is different from that in a first area where a predetermined first EVSE 40 normally used by the BEV 50 for the exchange of electric power with the power grid PG is installed (for example, step S511). When it is determined that the BEV 50 exchanges electric power using the second EVSE 40, if the contribution degree of the second area to the DR of the electric power exchange of the BEV 50 is higher than that of the first area, an incentive with higher value is given as compared with the case where the BEV 50 exchanges electric power with the power grid PG using the first EVSE 40 (for example, step S124).

[0091] According to this, it is possible to promote the movement of the BEV 50 to an area with a high contribution degree to DR. As a result, it is possible to contribute to the leveling of the demand or supply of electric power.

[0092] (2) As shown in FIG. 6, the management server may propose to the user of the BEV 50 the DR that the BEV 50 can participate in in the second area (for example, step S514).

[0093] According to this, it is possible to promote the movement of the BEV 50 to the second area. As a result, it is possible to contribute to the leveling of the demand or supply of electric power in the second area.

[0094] (3) As shown in FIG. 6, the management server may show the contribution degree of the BEV 50 for each DR in the second area to the user of the BEV 50 (for example, step S514).

[0095] According to this, the movement of the BEV50 to the second region can be promoted. As a result, it is possible to contribute to the leveling of the power demand or supply in the second region.

[0096] (4) As shown in FIG. 6, the management server may propose a DR in which the BEV50 can participate to the user of the BEV50 on the condition that the connector 43 of the second EVSE40 is connected to the BEV50 (for example, step S511, step S514).

[0097] According to this, an incentive can be given on the condition that the state is actually made capable of contributing to the DR.

[0098] The embodiments disclosed this time should be considered to be illustrative in all respects and not restrictive. The scope of the present disclosure is shown not by the description of the above embodiments but by the claims, and it is intended that all modifications within the meaning and scope equivalent to the claims are included.

Description of Reference Numerals

[0099] 1 VGI system, 5 users, 10, 20, 20A to 20C, 30, 30A to 30C servers, 11 power plants, 12 power transmission and distribution facilities, 13, 13A, 13B smart meters, 40, 40A, 40B EVSEs, 41 power sources, 42 charging cables, 43 connectors, 44 parking lots, 45 administrators, 46A to 46D stores, 50, 50A to 50C BEVs, 51 MG, 52 power transmission gears, 53 drive shafts, 54 PCU, 60 HEMS-GW, 70 data centers, 80 mobile terminals, 110 high-voltage batteries, 120 monitoring units, 150 chargers / dischargers, 160 inlets, 180 communication devices, 200 ECUs, 210 processors, 220 RAMs, 230, 304 storage devices, 300 NAVI systems, 301 control devices, 302 TPD, 303 GPS modules, 305, 311, 312 operation buttons, 306 speakers, 310 input devices, 320 notification devices, 321 HUDs, 322 meter panels, 501 windshields, 502 steering wheels, E1 power companies, E2 upper aggregators, E3 lower aggregators, PG power grids.

Claims

1. A power management system for exchanging power between a power supply and demand system of a power trading partner and a vehicle, comprising: a plurality of said vehicles; a plurality of charge and discharge devices including a cable through which power exchanged between said vehicles passes and a connector for connecting said cable to said vehicle; a server for managing power exchange; The incentive is money, a value equivalent to a monetary value, or a discount rate or amount of electricity charges; The server: judges whether the vehicle exchanges power with the power supply and demand system using a second charge and discharge device installed in a second area where the management of the power supply and demand system is different from that of a first area where a predetermined first charge and discharge device usually used in power exchange with the power supply and demand system is installed; When it is determined that power is exchanged using the second charge and discharge device, and when the contribution of the vehicle's power exchange to the demand response in the second area is higher than that in the first area, a higher-value said incentive is given compared to the case where power is exchanged with the power supply and demand system using the first charge and discharge device. A power management system.

2. The server proposes to the user of the vehicle a demand response that the vehicle can participate in in the second area. The power management system according to claim 1.

3. The server shows the user of the vehicle the contribution of the vehicle for each demand response in the second area. The power management system according to claim 2.

4. The server proposes to the user of the vehicle a demand response that the vehicle can participate in on the condition that the connector of the second charge and discharge device is connected to the vehicle. The power management system according to claim 2 or claim 3.

5. A power management method in a power management system for exchanging power between a power supply and demand system of a power trading partner and a vehicle, wherein: The power management system includes: a plurality of said vehicles; a plurality of charge and discharge devices including a cable through which power exchanged between said vehicles passes and a connector for connecting said cable to said vehicle; a server for managing power exchange; The incentive is money, a value equivalent to a monetary value, or a discount rate or amount of electricity charges; The power management method includes: The step in which the server determines whether the vehicle conducts power transactions with the power supply and demand system using a predetermined first charge and discharge device that is normally used in power transactions between the vehicle and the power supply and demand system in a first area where the first charge and discharge device is installed, and a second area where the management of the power supply and demand system is different and a second charge and discharge device is installed; A power management method including: when the server determines that power transactions are to be conducted using the second charge and discharge device, if the second area contributes more to the demand response of the vehicle's power transactions than the first area, giving an incentive with higher value compared to the case where power transactions are conducted between the first charge and discharge device and the power supply and demand system.

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