Power management system and power management method

Abstract

To prevent exhaustion of power in an auxiliary battery.SOLUTION: A VGI system performs power exchange between a BEV and a power system which is a business partner for power, and includes the BEV, an EVSE including a charging cable and a connector, and a command device. The BEV includes an inlet, a lock device that locks the connector in order to prevent the connector from coming off, an auxiliary battery that supplies operation power for the lock device, and an ECU that controls the lock device in accordance with a command issued by the command device. Immediately before start of the power exchange, the command device transmits a lock command to the ECU (S422). Upon receiving the lock command, the ECU controls the lock device to execute locking (S522), and transmits a completion signal to the command device (S524) after confirming the locking. When receiving no completion signal after transmitting the lock command, the command device re-transmits the lock command (S422). If the locking is not confirmed after the re-transmission, the re-transmission is stopped (S425).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 and 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 and demand system of a power trading partner and a vehicle.

Background Art

[0002] Conventionally, there has been a charging and discharging device including a charging and discharging unit that performs power supply and reception with a storage battery, a connector connected to a plug provided in the storage battery, a cable connecting the connector and the charging and discharging unit, and a connection detector that detects that the cable connects the plug and the charging and discharging unit, and controls the charging and discharging unit based on the output of the connection detector (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] However, in a charging and discharging device such as that of Patent Document 1, when providing a locking device for locking the connector connected to the inlet so as not to come off, if the connector is not properly connected to the inlet of the vehicle, the connector cannot be locked, resulting in a problem that charging and discharging cannot be performed. Also, when using the power of the auxiliary battery to operate the locking device, if the operation for locking is repeated many times, there is a risk that the power of the auxiliary battery will run out.

[0005] This disclosure is made to solve such problems, and its object is to provide a power management system and a power management method capable of preventing the power of the power storage device from running out.

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 the power trading partner and the vehicle. The power management system includes a charging and discharging device including a plurality of vehicles, a cable through which the power exchanged between the vehicles passes, and a connector for connecting the cable to the vehicle, and a command device for transmitting commands to the vehicle. The vehicle includes an inlet capable of electrically connecting the connector, a locking device for locking the connector connected to the inlet so as not to come off, a power storage device for supplying power for the locking device to operate, and a control device for controlling the locking device according to a command from the command device. The command device transmits a lock command for instructing the locking device to lock the connector so that the connector does not come off from the inlet immediately before the power exchange between the power supply and demand system and the vehicle is started, to the control device. When receiving the lock command, the control device controls the locking device to lock the connector, and when confirming that the connector has been locked, transmits a completion signal to the command device. If the command device does not receive the completion signal after transmitting the lock command, it re-transmits the lock command, and if it is a situation where it cannot confirm that the connector has been locked after re-transmitting the lock command, it stops re-transmitting the lock command.

[0007] According to such a configuration, when it is a situation where it cannot confirm that the connector has been locked after the lock command has been transmitted several times, the re-transmission of the lock command is stopped. For this reason, it is possible to stop consuming the power of the power storage device by the operation of the locking device. As a result, it is possible to provide a power management system capable of preventing the power of the power storage device from running out.

[0008] The vehicle further includes a position acquisition device that acquires the position information of the vehicle. The control device transmits the position information acquired by the position acquisition device to the command device. When the command device confirms from the position information received from the control device that the vehicle has once left the vicinity of the charging and discharging device and then returned again, it may re-transmit a lock command.

[0009] According to such a configuration, when the vehicle once leaves the vicinity of the charging and discharging device, if the connector is connected to the inlet again, the possibility that the unlocked connector is locked can be increased.

[0010] The vehicle further includes a monitoring device that specifies the SOC of the power storage device. The control device transmits the SOC specified by the monitoring device to the command device. The command device may determine a criterion for determining that it is a situation where it is impossible to confirm that the connector is locked using the received SOC.

[0011] According to such a configuration, a criterion for determining that it is a situation where it is impossible to confirm that the connector is locked based on the SOC of the power storage device is determined. Therefore, a criterion can be determined so that the power of the power storage device does not run out due to the SOC of the power storage device. As a result, it is possible to further prevent the power of the power storage device from running out.

[0012] When it is a situation where it is impossible to confirm that the connector is locked, the control device or the command device may notify the trading partner that the transfer of power cannot be started.

[0013] According to such a configuration, the trading partner of the power can be made aware that the vehicle is in a situation where the transfer of power cannot be started.

[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 and demand system of a power trading partner and a vehicle. The power management system includes a charging and discharging device 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 command device for transmitting commands to the vehicle. The vehicle includes an inlet to which the connector can be electrically connected, a locking device for locking the connector connected to the inlet so as not to come off, a power storage device for supplying power for operating the locking device, and a control device for controlling the locking device according to a command from the command device. The power management method includes a step in which the command device transmits a lock command for instructing the control device to lock the connector by the locking device so that the connector does not come off the inlet immediately before power exchange between the power supply and demand system and the vehicle is started; a step in which, when receiving the lock command, the control device controls the locking device to lock the connector, and when confirming that the connector has been locked, transmits a completion signal to the command device; a step in which, if the command device does not receive the completion signal after transmitting the lock command, the command device re-transmits the lock command; and a step in which, if the command device cannot confirm that the connector has been locked after re-transmitting the lock command, the command device stops re-transmitting the lock command.

[0015] According to such a configuration, it is possible to provide a power management method capable of preventing the power of the power storage device from running out.

Advantages of the Invention

[0016] According to this disclosure, it is possible to provide a power management system and a power management method capable of preventing the power of the power storage device from running out.

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 description will not be 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 utilizing DSR in the power system, VPP (Virtual Power Plant) has been proposed. VPP is a mechanism that bundles a large number of DER (for example, DSR) by using advanced energy management technology using IoT (Internet of Things), and functions as if it were a single power plant by remotely and integrally controlling these DER. In VPP, an electric utility that bundles DER and provides an energy management service is called an "aggregator". The power company can adjust the power supply-demand balance by demand response (DR), for example, by collaborating with an aggregator.

[0021] In the VGI (Vehicle Grid Integration) system according to this embodiment, as a DSR for realizing a VPP, vehicles equipped with power storage devices (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 (such as individuals or companies) who use electricity. 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 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, hydropower 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 power supplied from the power plant 11. A power system (power grid) is constructed by the power plant 11 and the power transmission and distribution facilities 12.

[0025] Each of the smart meters 13A and 13B is configured to measure the power consumption every time a predetermined period of time elapses (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 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 power amounts 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] The server 10 is configured to manage information on a plurality of parent AGs (for example, parent AGs registered in the server 10) within its jurisdiction. Identification information (ID) for identifying the parent AG is assigned to each parent AG. The server 10 manages the information for each parent AG separately by the ID of the parent AG. The parent AG may procure the power supply capacity (capacity) not only from BEVs (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 the 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 to each consumer by means of a DR signal (demand response signal). Identification information (ID) for identifying the child AG is assigned to each child AG. The 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 will be referred to as "server 30". The 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 consumers 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 method (alternating current power supply method) EVSE and a DC method (direct current power supply method) 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 normal charger and a DC 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 a "POV vehicle") or a vehicle managed by a MaaS (Mobility as a Service) operator (hereinafter, also referred to as a "MaaS vehicle"). In this embodiment, the user of each BEV 50 included in the VGI system 1 has 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. The power company E1 according to this embodiment corresponds to an example of a "contract operator".

[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 with the server 30) within its jurisdiction. Identification information for identifying the BEV 50 (hereinafter also referred to as "vehicle ID") is assigned to each BEV 50. The server 30 manages information for each BEV 50 separately by vehicle ID. Also, each server 30 included in the lower aggregator E3 is configured to be able to communicate with each HEMS-GW 60 (for example, HEMS-GW registered with the server 30) within its jurisdiction.

[0033] The EVSE 40A is connected to the power grid of the power company E1 via the smart meter 13A. The power consumption in the EVSE 40A is measured by the smart meter 13A and transmitted to the server 10. The EVSE 40B is connected to the power grid of the power company E1 via the smart meter 13B. The power consumption in the EVSE 40B 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 EVSE 40 included in the VGI system 1. Each EVSE 40 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 EVSE 40 included in the VGI system 1 receives power supply from the power company E1. In the VGI system 1, identification information for identifying the EVSE 40 (hereinafter also referred to as "facility ID") is assigned to each EVSE 40, and the server 10 manages the power consumption in each EVSE 40 separately by facility ID. The power company E1 monitors the amount of power used by each EVSE 40 included in the VGI system 1 (that is, the amount of power supplied to consumers) by each smart meter 13 and supplies power to consumers through each EVSE 40 included in the VGI system 1.

[0035] The plurality of EVSEs 40 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., charging and discharging facilities). The charging and discharging facilities are configured to supply the power received from the BEV 50 to the power grid of the power company E1 (i.e., reverse power flow). The smart meter 13 provided in the charging and discharging facilities is configured to measure the amount of reverse power flow in addition to the amount of power used.

[0036] Hereinafter, with reference to FIG. 2, the functions of each element constituting the VGI system 1 will be described. FIG. 2 is a communication system diagram of the VGI system 1. In FIG. 2, the BEV 50A is electrically connected to the EVSE 40A (home EVSE) via a charging cable. The BEV 50B is electrically connected to the EVSE 40B (public EVSE) via a charging cable. The BEV 50C 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 also 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 BEV 50 (i.e., BEV 50A to 50C) and each HEMS-GW 60. The server 30 and the HEMS-GW 60 are configured to communicate with each other via, for example, the Internet. The server 30 and each BEV 50 are configured to wirelessly communicate with each other via, for example, a mobile communication network (telematics).

[0039] The HEMS-GW 60 and the EVSE 40A 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] EVSE40A and BEV50A are configured to communicate with each other via a charging cable. Also, EVSE40B and BEV50B are configured to communicate with each other via a charging cable. The communication method between EVSE40A and BEV50A and the communication method between EVSE40B and 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 carrying the mobile terminal 80 (for example, information indicating the electricity provider with which the user has a contract, and the vehicle ID of the BEV50 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 by 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] The mobile terminal 80 has a predetermined application software (hereinafter simply referred to as "app") installed therein, and the mobile terminal 80 is configured to exchange information with each of the HEMS-GW60 and the data center 70 through the app. The mobile terminal 80 is configured to perform wireless communication with each of the HEMS-GW60 and the data center 70 via, for example, the Internet.

[0044] The server 10 is configured to adjust the power supply-demand balance by using DR (demand response). When the server 10 performs such adjustment, first, it transmits a signal (hereinafter also referred to as "DR participation request") requesting participation in DR to each server 20 (for example, the 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 the server 20 receives a DR participation request from the server 10, it is configured to obtain the DR available amount (that is, the amount of power that can be adjusted according to DR) and transmit it to the server 10. The server 20 can obtain the DR available amount based on, for example, the total of the DR capacities (that is, the capacities capable of responding to DR) of each sub-AG within its jurisdiction. The server 20 can obtain the DR capacity of each sub-AG within its jurisdiction by, for example, making an inquiry to the server 30. The server 10 determines the DR amount for each parent AG (that is, the amount of power adjustment requested to 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] The server 30 is configured to sequentially acquire and store information indicating the state of each BEV 50 within its jurisdiction (for example, vehicle position, battery remaining amount, driving schedule, and driving conditions) from each BEV 50. By accumulating such data, the charge / discharge history and driving history of each BEV 50 within the jurisdiction will be stored in the server 30. Also, the server 30 is configured to sequentially acquire and store information indicating the state of each EVSE 40 within its jurisdiction (for example, information indicating whether it is in the charging state, charging schedule, and charging conditions) from each HEMS-GW 60 connected to each EVSE 40. By accumulating such data, the charging history and reverse power flow history of each EVSE 40 within the jurisdiction will be stored in the server 30.

[0047] The user can transmit information indicating the user's status and schedule to the data center 70 by operating the mobile terminal 80. Examples of information indicating the user's status 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. The data center 70 is configured to store the above information received from the mobile terminal 80 separately for each terminal ID. The server 30 can acquire information regarding the user from the data center 70.

[0048] When there is the above-mentioned inquiry from the server 20, the server 30 is configured to obtain the DR capacity of the child AG corresponding to the server 30 based on the information regarding each of the above-mentioned BEV 50, EVSE 40, and user, and transmit the DR capacity to the server 20. When the server 20 receives the above-mentioned first DR execution instruction from the server 10, it determines the DR amount for each child AG (that is, the amount of power to request adjustment 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 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] Figure 3 is a diagram showing the configuration of the BEV50. Referring to Figure 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 a lithium-ion battery or a nickel-metal hydride battery, for example. 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. A connector 43 of a charging cable 42 can be connected to the inlet 160. The inlet 160 includes a locking device 162 that can lock the connector 43 so that the connector 43 connected to the inlet 160 does not come off. The locking device 162 includes a movable part that locks the connector 43 by being inserted into the connector 43, and a detection part that detects that the movable part has moved to a position where the connector 43 is locked. The movable part of the locking device 162 can be operated with low-voltage (for example, 12V) power of the auxiliary battery 130. When the detection part of the locking device 162 detects that the connector 43 has moved to a locked position, it transmits a signal indicating the detection to the ECU 200.

[0054] When the BEV 50 is in the IG-ON state, the auxiliary battery 130 is charged by converting the voltage of the high-voltage battery 110. However, when the BEV 50 is in the IG-OFF state, the auxiliary battery 130 is not charged with the power of the high-voltage battery 110. When the movable part of the locking device 162 is inserted into the connector 43, the connector 43 cannot be removed. A lid 161 is provided outside the inlet 160. The lid 161 is in the form of an openable door. In the closed state, the connector 43 cannot be connected to the inlet 160, and in the opened state, the connector 43 can be connected to the inlet 160.

[0055] 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.

[0056] 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, for example, from the EVSE 40 through the charging cable 42 to the inlet 160. The charge / discharge device 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 through the charging cable 42 to the EVSE 40. 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 charge / discharge device 150. The charge / discharge device 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 charge / discharge device 150 is in a closed state (connected state), and when neither external charging nor external power supply is executed, the relay of the charge / discharge device 150 is in an open state (cut-off state).

[0057] The charge / discharge device 150 and the inlet 160 may be a charge / discharge device and an inlet corresponding to the AC method, or may be a charge / discharge device and an inlet corresponding to the DC method. The BEV 50 may be provided with a plurality of types of charge / discharge devices and inlets so as to be compatible with a plurality of types of methods (for example, both the AC method and the DC method).

[0058] Note that the configuration of the charge / discharge device 150 is not limited to the above and can be changed as appropriate. The charge / discharge device 150 may include, for example, at least one of a rectifier circuit, a power factor correction circuit, an insulation circuit (for example, an insulation transformer), an inverter, and a filter circuit.

[0059] 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 includes, for example, a control device configured to include 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.

[0060] 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 driving method of BEV50 is arbitrary. For example, it may be front-wheel drive or four-wheel drive. Although FIG. 3 shows a configuration in which only one MG is provided, the number of MGs is not limited to this, and a configuration in which a plurality of MGs (for example, two) are provided may also be used.

[0061] 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 acquire 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 charge amount in the fully charged state as a percentage from 0 to 100%.

[0062] 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.

[0063] 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 in 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.

[0064] 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.

[0065] 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).

[0066] The GPS module 303 is configured to receive signals (hereinafter referred to as "GPS signals") from GPS satellites (not shown). 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 the destination for the control device 301 through the input devices described above (that is, the TPD 302, the speaker 306, and the operation button 305).

[0067] 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.

[0068] 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 passenger 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)).

[0069] 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). In addition, 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.

[0070] 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 (that is, a power source provided outside the BEV50B) provided in the EVSE40B 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.

[0071] 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 mutually communicable. 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.

[0072] In the above-described VGI system 1, when the connector 43 is locked by the locking device 162 of the inlet 160 of the BEV50, charge and discharge according to DR with the power system become possible. However, if the connector 43 is not properly connected to the inlet 160 of the BEV50, the connector 43 cannot be locked, resulting in a problem that charge and discharge cannot be performed. Further, when using the power of the auxiliary battery 130 to operate the locking device 162, if the operation for locking is repeated many times, the power of the auxiliary battery 130 may be depleted.

[0073] Therefore, the command device (for example, the EVSE 40, or the server 30 of the lower aggregator E3. If there is no lower aggregator E3, the server 20 of the upper aggregator E2, if there is no lower aggregator E3 and upper aggregator E2, the server 10 of the power company E1) sends a lock command to the ECU 200 to command locking by the locking device 162 immediately before power transfer between the power grid and the BEV 50 starts. When receiving the lock command, the ECU 200 controls the locking device 162 to lock the connector 43, and when confirming that the connector 43 has been locked, sends a completion signal to the command device. If the command device does not receive the completion signal after sending the lock command, it resends the lock command. If, after resending the lock command, the connector cannot be confirmed to be locked, the resending of the lock command is stopped.

[0074] As a result, if the connector 43 cannot be confirmed to be locked after the lock command has been sent several times, the resending of the lock command is stopped. Therefore, it is possible to stop consuming the power of the auxiliary battery 130 due to the operation of the locking device. As a result, it is possible to prevent the power of the auxiliary battery 130 from running out.

[0075] FIG. 6 is a diagram showing the flow of processing before charge / discharge starts with the power grid in this embodiment. The BEV 50 includes a detection circuit that detects that the connector 43 of the EVSE 40 is connected to the inlet 160. Referring to FIG. 6, on the side of the BEV 50, first, the ECU 200 determines whether the BEV 50 is connected to the EVSE 40 by receiving a signal indicating that the connector 43 is connected to the inlet 160 from the detection circuit (step S511).

[0076] If it is determined that the connection to the EVSE 40 has been made (YES in step S511), the ECU 200 sends the agreement information for participating in the VPP (for example, information determined between the power company E1, the upper aggregator E2, or the lower aggregator E3 regarding the participation date and time, charge / discharge power, etc.) to the EVSE 40 (step S512).

[0077] The EVSE 40 determines whether it has received the agreement information from the BEV 50 (step S411). If it is determined that the agreement information has been received (YES in step S411), the received agreement information is stored (step S412).

[0078] If it is determined that the agreement information has not been received (NO in step S411), or after step S412, the EVSE 40 determines whether the current time is a predetermined time (for example, 5 minutes, 1 minute, etc.) before the agreed time to start charge and discharge in the VPP indicated by the participation date and time of the agreement information (step S421).

[0079] If it is determined that it is a predetermined time before the agreed time (YES in step S421), the EVSE 40 sends a lock operation request to the BEV 50 to execute an operation to lock the connector 43 by the locking device 162 (step S422).

[0080] On the side of the BEV 50, the ECU 200 determines whether it has received a lock operation request from the EVSE 40 (step S521). If it is determined that the lock operation request has been received (YES in step S521), the ECU 200 controls the locking device 162 to execute an operation to lock the connector 43 (step S522).

[0081] If it is determined that the lock operation request has not been received (NO in step S521), or after step S522, the ECU 200 determines whether it has detected the completion of the lock by receiving a signal indicating that the lock operation has been completed from the detection unit of the locking device 162 (step S523).

[0082] If it is determined that the completion of the lock has been detected (YES in step S523), the ECU 200 sends a completion notification indicating that the lock operation has been completed to the EVSE 40 (step S524). Thereafter, the ECU 200 controls the charger 150, etc. to start charge and discharge in the VPP in cooperation with the EVSE 40 (step S525).

[0083] When it is determined that the current time is not before the specified time of the agreed time (NO in step S421), or after step S422, the EVSE 40 determines whether it has received a completion notification from the BEV 50 (step S423).

[0084] When it is determined that the completion notification has not been received (NO in step S423), the EVSE 40 determines whether the transmission of the lock operation request has reached a predetermined number of times (step S424). When it is determined that the transmission has not reached the predetermined number of times (NO in step S424), the EVSE 40 returns the process to be executed to the process of step S422 and re-transmits the lock operation request.

[0085] When it is determined that the completion notification has been received (YES in step S423), the EVSE 40 controls the power supply 41 etc. in cooperation with the BEV 50 to start charge and discharge in the VPP (step S427).

[0086] When it is determined that the transmission of the lock operation request has reached the predetermined number of times (YES in step S424), the EVSE 40 transmits a lock operation stop request to the BEV 50 to stop the operation of locking the connector 43 by the lock device 162 (step S425). After that, the EVSE 40 transmits to the server 30 of the lower aggregator E3 that the charge and discharge by the BEV 50 in the VPP is impossible (step S426).

[0087] On the side of the BEV 50, the ECU 200 determines whether it has received a lock operation stop request from the EVSE 40 (step S526). When it is determined that the lock operation stop request has been received (YES in step S526), the ECU 200 controls the lock device 162 to stop the lock operation (step S527).

[0088] Then, the ECU 200 controls the TPD 302 or the speaker 306 to notify the user of a failure of the locking device 162 (step S528). Further, the ECU 200 transmits to the server 30 of the lower aggregator E3 that charging and discharging by the BEV 50 in the VPP is impossible (step S529).

[0089] [Modification Example] (1) In the above-described embodiment, it is assumed that the power trading partner is the power company E1. However, the present invention is not limited to this, and the power 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.

[0090] (2) In the above-described embodiment, it is assumed that the electric vehicle is a BEV. However, the present invention 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, it may be a PHEV or a plug-in fuel cell vehicle (FCEV (Fuel Cell Electric Vehicle)).

[0091] (3) In the above-described embodiment, as shown in FIG. 6, information for charging and discharging in the VPP is transmitted and received between the BEV 50 and the EVSE 40. However, the present invention is not limited to this, and the information may be transmitted and received between the BEV 50 and any one of the servers 10, 20, and 30.

[0092] (4) In the above-described embodiment, as shown in step S424 of FIG. 6, a lock operation stop request is transmitted on the condition that a completion notification is not received even though the transmission of the lock operation request has reached a predetermined number of times. However, the present invention is not limited to this, and a lock operation stop request may be transmitted on the condition that it is impossible to confirm that the connector 43 has been locked after retransmission of the lock operation request. For example, it may be made conditional that a completion notification is not received even though a predetermined period has elapsed since the first transmission of the lock command. The BEV 50 may be configured to be able to detect that the lock by the locking device 162 is impossible, and a lock operation stop request may be transmitted on the condition that error information indicating that the lock is impossible is received from the BEV 50.

[0093] (5) In the above-described embodiment, the EVSE 40 may obtain the SOC detected by the monitoring unit 120 of the high-voltage battery 110 of the BEV 50, and determine a criterion (for example, the predetermined number of times or the predetermined period shown in the above (4)) for determining that it is impossible to confirm that the connector 43 has been locked using the obtained SOC. For example, when the SOC is lower than a predetermined value (for example, 50%, 20%, 10%), the predetermined number of times may be reduced (for example, 100 times when high and 10 times when low) or the predetermined period may be shortened (for example, 10 minutes when high and 1 minute when low) as compared with the case when it is high.

[0094] (6) In the above-described embodiment, if, after transmitting the lock operation request in step S422 of FIG. 6 and before receiving the completion notification in step S423, the connector 43 is removed from the inlet 160 and the BEV 50 has once left from the vicinity of the EVSE 40 (for example, within the range where the charging cable 42 can reach or within a predetermined radius range such as several meters) and then returned again, and the EVSE 40 confirms this by obtaining the position information of the GPS module 303 of the BEV 50, the transmission of the lock operation request may be started again.

[0095] (7) The above-described embodiments 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 BEV 50, 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 BEV 50.

[0096] [Summary] (1) As shown in FIGS. 1 and 2, the VGI system 1 is a system that exchanges electric power between the power grid of the power trading partner and the BEV 50. As shown in FIGS. 1 and 2, the VGI system 1 includes a plurality of BEVs 50, an EVSE 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 command device (for example, the EVSE 40. It may be the servers 10, 20, 30.) that transmits commands to the BEV 50. As shown in FIG. 3, the BEV 50 includes an inlet 160 to which the connector 43 can be electrically connected, a locking device 162 that locks the connector 43 connected to the inlet 160 so as not to come off, an auxiliary battery 130 that supplies power for the locking device 162 to operate, and an ECU 200 that controls the locking device 162 according to commands from the command device. As shown in FIG. 6, the command device transmits a lock command to the ECU 200 to command the locking device 162 to lock the connector 43 so that it does not come off the inlet 160 immediately before the electric power exchange between the power grid and the BEV 50 starts (for example, step S422). As shown in FIG. 6, when receiving the lock command, the ECU 200 controls the locking device 162 to lock the connector 43 (for example, step S522), and when confirming that the connector 43 has been locked, transmits a completion signal to the command device (for example, step S524). As shown in FIG. 6, if the command device does not receive a completion signal after transmitting the lock command, it re-transmits the lock command (for example, step S422), and if it cannot confirm that the connector 43 has been locked after re-transmitting the lock command, it stops re-transmitting the lock command (for example, step S425).

[0097] As a result, if it is impossible to confirm that the connector 43 has been locked after the lock command has been transmitted several times, the re-transmission of the lock command is stopped. For this reason, it is possible to stop consuming the power of the auxiliary battery 130 due to the operation of the locking device 162. As a result, it is possible to prevent the power of the auxiliary battery 130 from running out.

[0098] (2) As shown in FIG. 3, the BEV50 further includes a GPS module 303 that acquires the position information of the host vehicle. As shown in the modification example, the ECU 200 transmits the position information acquired by the GPS module 303 to the command device, and when the command device confirms from the position information received from the ECU 200 that the BEV50 has once left the vicinity of the EVSE 40 and then returned again, the command device may retransmit a lock command.

[0099] Thereby, when the BEV50 once leaves the vicinity of the EVSE 40, the possibility that the connector 43 that has not been locked is locked can be increased when the connector 43 is connected to the inlet 160 again.

[0100] (3) As shown in FIG. 3, the BEV50 further includes a monitoring unit 120 that specifies the SOC of the auxiliary battery 130. As shown in the modification example, the ECU 200 transmits the SOC specified by the monitoring unit 120 to the command device, and the command device may define a criterion for determining that the situation is such that it cannot be confirmed that the connector 43 has been locked using the received SOC.

[0101] Thereby, a criterion for determining that the situation is such that it cannot be confirmed that the connector 43 has been locked by the SOC of the auxiliary battery 130 is defined. For this reason, a criterion can be defined so that the power of the auxiliary battery 130 does not run out due to the SOC of the auxiliary battery 130. As a result, it is possible to further prevent the power of the auxiliary battery 130 from running out.

[0102] (4) As shown in FIG. 6, when the situation is such that it cannot be confirmed that the connector 43 has been locked, the ECU 200 or the command device may notify the trading partner that the power transfer cannot be started (for example, step S426, step S529).

[0103] Thereby, the trading partner of the power can be made aware that the BEV50 is in a situation where the power transfer cannot be started.

[0104] The embodiments disclosed this time should be considered as illustrative in all aspects and not restrictive. The scope of the present disclosure is shown by the claims rather than the description of the above-described embodiments, and it is intended that all modifications within the meaning and scope equivalent to the claims be included.

Explanation of Reference Numerals

[0105] 1 VGI system, 10, 20, 20A to 20C, 30, 30A to 30C servers, 11 power plant, 12 power transmission and distribution facilities, 13, 13A, 13B smart meters, 40, 40A, 40B EVSEs, 41 power source, 42 charging cable, 43 connector, 50, 50A to 50C BEVs, 51 MG, 52 power transmission gear, 53 drive shaft, 54 PCU, 60 HEMS-GW, 70 data center, 80 mobile terminal, 110 high-voltage battery, 120 monitoring unit, 130 auxiliary battery, 150 charger / discharger, 160 inlet, 161 lid, 162 locking device, 180 communication device, 200 ECU, 210 processor, 220 RAM, 230, 304 storage device, 300 NAVI system, 301 control device, 302 TPD, 303 GPS module, 305, 311, 312 operation buttons, 306 speaker, 310 input device, 320 notification device, 321 HUD, 322 meter panel, 501 front glass, 502 steering wheel, E1 power company, E2 upper aggregator, E3 lower aggregator, PG power grid.

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 charging and discharging device including a cable through which power exchanged with said vehicles passes and a connector for connecting said cable to a vehicle; a command device for transmitting commands to said vehicles; said vehicle includes: an inlet electrically connectable to said connector; a locking device for locking the connector connected to said inlet so as not to come off; a power storage device for supplying power for operating said locking device; a control device for controlling said locking device according to said command from said command device; a position acquisition device for acquiring position information of the own vehicle; said command device transmits a lock command for instructing said locking device to lock the connector so that it does not come off from said inlet immediately before power exchange between said power supply and demand system and said vehicle starts, to said control device; when receiving said lock command, said control device controls said locking device to lock the connector, and when confirming that the connector is locked, transmits a completion signal to said command device; said command device: when the completion signal is not received after transmitting said lock command, retransmits said lock command; when, after retransmitting said lock command, it is a situation where it is impossible to confirm that the connector is locked, stops retransmitting said lock command; said control device transmits said position information acquired by said position acquisition device to said command device; said command device retransmits said lock command when it is confirmed from said position information received from said control device that the vehicle has once left the vicinity of said charging and discharging device and then returned again. A power management system.

2. 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 charging and discharging device including a cable through which power exchanged with said vehicles passes and a connector for connecting said cable to a vehicle; a command device for transmitting commands to said vehicles; said vehicle includes: an inlet electrically connectable to said connector; a locking device for locking the connector connected to said inlet so as not to come off; a power storage device for supplying power for operating said locking device; A control device that controls the locking device according to the command from the command device, and a monitoring device that specifies the SOC of the power storage device, wherein the command device transmits a lock command to the control device to command the locking device to lock the connector so that the connector does not come out of the inlet immediately before power transfer starts between the power supply and demand system and the vehicle, when the control device receives the lock command, it controls the locking device to lock the connector, and when it confirms that the connector is locked, it transmits a completion signal to the command device, the command device, if the completion signal is not received after transmitting the lock command, retransmits the lock command, if it is a situation where the locking of the connector cannot be confirmed after retransmitting the lock command, stops retransmitting the lock command, the control device transmits the SOC specified by the monitoring device to the command device, the command device uses the received SOC to determine a criterion for determining that it is a situation where the locking of the connector cannot be confirmed, a power management system.

3. The power management system according to claim 1 or claim 2, wherein when the control device or the command device is in a situation where it cannot confirm that the connector is locked, it notifies the trading partner that power transfer cannot be started.

4. A power management method in a power management system that transfers power between a power supply and demand system of a power trading partner and a vehicle, wherein the power management system, a plurality of the vehicles, a charging and discharging device including a cable through which power transferred between the vehicles passes and a connector for connecting the cable to the vehicle, and a command device that transmits a command to the vehicle, the vehicle, an inlet to which the connector can be electrically connected, a locking device that locks the connector connected to the inlet so that it does not come out, a power storage device that supplies power for the locking device to operate, a control device that controls the locking device according to the command from the command device, and a position acquisition device that acquires the position information of the own vehicle, the power management method, The step of the command device sending a lock command to the control device to command the lock device to lock the connector so that the connector does not come out of the inlet immediately before power exchange starts between the power supply and demand system and the vehicle. The step that when the control device receives the lock command, it controls the lock device to lock the connector, and when it confirms that the connector is locked, it sends a completion signal to the command device. The step that when the command device does not receive the completion signal after sending the lock command, it resends the lock command. The step that when the command device cannot confirm that the connector is locked after resending the lock command, it stops resending the lock command. The step that the control device sends the position information acquired by the position acquisition device to the command device. The power management method includes the step that when the command device confirms from the position information received from the control device that the vehicle has left the vicinity of the charging and discharging device once and then returned again, it resends the lock command.

5. A power management method in a power management system for power exchange between a power supply and demand system of a power trading partner and a vehicle, wherein the power management system includes a plurality of the vehicles, a charging and discharging device including a cable through which power exchanged with the vehicle passes and a connector for connecting the cable to the vehicle, and a command device for sending commands to the vehicle, wherein the vehicle includes an inlet to which the connector can be electrically connected, a lock device for locking the connector connected to the inlet so that it does not come out, a power storage device for supplying power for the lock device to operate, a control device for controlling the lock device according to the command from the command device, and a monitoring device for specifying the SOC of the power storage device, wherein the power management method includes the step that the command device sends a lock command to the control device to command the lock device to lock the connector so that the connector does not come out of the inlet immediately before power exchange starts between the power supply and demand system and the vehicle. When the control device receives the lock command, it controls the locking device to lock the connector, and when it confirms that the connector has been locked, it transmits a completion signal to the command device; When the command device does not receive the completion signal after transmitting the lock command, it re-transmits the lock command; When the command device cannot confirm that the connector has been locked after re-transmitting the lock command, it stops re-transmitting the lock command; The control device transmits the SOC specified by the monitoring device to the command device; The command device determines a criterion for determining that the connector cannot be confirmed to be locked using the received SOC, and a power management method including the steps.

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