Electric vehicles

Abstract

To provide an electric vehicle where at least one of charging and discharging is possible which suppresses increase of ON / OFF frequency of a charging relay when the charging or discharging is executed based on various information received from outside.SOLUTION: An electric vehicle 10 comprises a connector 12, a battery 11, a charging relay 16, and an ECU 14. The connector 12 is connectable to an electric power plug 21 arranged outside, and the charging relay 16 is arranged between the connector 12 and the battery 11. The ECU 14 controls at least one of charging and discharging of the battery 11. The electric vehicle 10 keeps, when smart charging is configured in the electric vehicle 10, the charging relay 16 to be OFF for a specified period after the charging plug 21 is connected to the connector 12.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present disclosure relates to an electric vehicle. [Background Art]

[0002] A vehicle described in Japanese Patent Laid-Open No. 2021-027721 includes a secondary battery, and is configured such that the secondary battery can be charged and discharged in accordance with a power supply and demand adjustment request. Further, the vehicle management device of the vehicle records the number of opening and closing operations of the vehicle's charging relay, and prohibits the vehicle from participating in the power supply and demand adjustment request when the number of opening and closing operations of the charging relay exceeds a threshold value. [Prior Art Literature] [Patent Literature]

[0003] [Patent Literature 1] Japanese Patent Laid-Open No. 2021-027721 [Summary of the Invention] [Problem to be Solved by the Invention]

[0004] In recent years, studies have been conducted on utilizing secondary batteries mounted on vehicles for applications such as VPP (Virtual Power Plant). VPP is a system for, for example, leveling the load of a power grid and supplying power to the power grid when there is a power shortage in the power grid.

[0005] VPP includes a vehicle including a secondary battery and a server that communicates with the vehicle. The server formulates a charge-discharge plan for causing the vehicle to perform charging and discharging based on the state of the power grid, and transmits the charge-discharge plan to the vehicle. The vehicle supplies power to the power grid or receives power from the power grid based on the charge-discharge plan received from the server.

[0006] On the other hand, a vehicle capable of charging or discharging power to / from the outside generally includes an inlet to which an externally provided power plug is connected, and generally, the vehicle starts charging or discharging when the power plug is connected thereto.

[0007] Therefore, when the vehicle receives a charge / discharge plan after the power plug is connected, the charging relay initially turns ON when the power plug is connected. Then, when the vehicle receives the charge / discharge plan, the charging relay may turn OFF depending on the contents of the plan. Finally, when charging or other operations begin based on the charge / discharge plan, the charging relay turns ON again.

[0008] Thus, in conventional vehicles, there is a problem in that the number of times the charging relay is turned ON / OFF may increase when implementing VPP (Virtual Power Plant).

[0009] Furthermore, the above-mentioned issues are not limited to VPP implementation; similar issues arise, for example, when a vehicle receives a timer-based charging or V2H-related charge / discharge plan from a server after the power connector is connected, and charges based on that plan.

[0010] This disclosure is made to solve the above-mentioned problems, and its purpose is to provide a vehicle in which the number of ON / OFF cycles of the charging relay is suppressed when charging or discharging is performed based on various information received from an external source, in a vehicle capable of charging or discharging at least one of the above. [Means for solving the problem]

[0011] The electric vehicle according to this disclosure comprises a connector to which an externally provided power plug is connected, a secondary battery, a charging relay provided between the connector and the secondary battery, and a control device that controls at least one of charging or discharging the secondary battery, wherein when smart charging of the electric vehicle is set, the charging relay is OFF for a certain period of time after the power plug is connected to the connector. The control device is configured to communicate with a server, the server is configured to communicate with a user terminal used by the user of the electric vehicle, the smart charging setting is set based on input information from the user terminal, and the control device receives a charge / discharge plan set by the server based on the input information. The control device is configured to communicate with a server, the server sets a charge / discharge plan for the electric vehicle in response to a power supply and demand adjustment request for adjusting power supply and demand in the power grid, and the control device receives the charge / discharge plan from the server. If the charge / discharge plan has not been received after the certain period of time has elapsed, the charging relay is turned ON. The certain period of time is from 2 seconds to 15 minutes or less. [Effects of the Invention]

[0012] According to the electric vehicle described herein, in a vehicle capable of charging or discharging, the purpose is to suppress an increase in the number of times the charging relay is turned ON / OFF when charging or discharging is performed based on various information received from an external source. [Brief explanation of the drawing]

[0013] [Figure 1] This figure shows the configuration of the charge / discharge control system 1 according to this embodiment. [Figure 2] This figure shows the configuration of the electric vehicle 10 according to this embodiment. [Figure 3] This diagram shows the control flow performed by the electric vehicle 10, the system management server 100, the residence 200, the mobile terminal 300, and the server 400. [Figure 4]This diagram shows the control flow performed by the electric vehicle 10, the system management server 100, the residence 200, the mobile terminal 300, and the server 400. [Figure 5] This diagram shows an example of a charge / discharge plan created by server 400 according to settings previously entered by the user. [Modes for carrying out the invention]

[0014] Embodiments of this disclosure will be described in detail below with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and their descriptions will not be repeated.

[0015] (Configuration of the charging / discharging system) Figure 1 shows the configuration of the charge / discharge control system 1 according to this embodiment. The charge / discharge control system 1 comprises an electric vehicle 10, an EVSE (Electric Vehicle Supply Equipment) 20, a power grid PG, a grid management server 100, a residence 200, a mobile terminal 300, and a server 400. The electric vehicle 10, the grid management server 100, the residence 200, the mobile terminal 300, and the server 400 are configured to communicate with each other via a network.

[0016] The electric vehicle 10 charges and discharges power via the EVSE 20 installed in the dwelling 200. The electric vehicle 10 includes, for example, a PHEV (Plug-in Hybrid Electric Vehicle), a BEV (Battery Electric Vehicle), and an FCEV (Fuel Cell Electric Vehicle). The electric vehicle 10 may be configured to allow only one of external power supply or external charging.

[0017] EVSE 20 is a facility installed in a residence 200. EVSE 20 is configured to be capable of charging the battery 11 of the electric vehicle 10 using power supplied from an external power source (the power grid PG or a power generation facility owned by the residence 200). EVSE 20 is also configured to be capable of discharging (supplying) power from the battery 11 of the electric vehicle 10 to the residence 200 or the power grid PG. For example, EVSE 20 includes an inverter and a converter, and is configured to enable power conversion between direct current (of the battery 11) and alternating current (of the in-house power line). EVSE 20 is controlled by a HEMS controller 204 provided in the residence 200.

[0018] The power grid PG is a power network constructed by power plants and power transmission and distribution facilities which are not shown in the drawings. The power grid PG is connected to the residence 200 via a pole transformer for stepping down the power supplied from the power grid PG.

[0019] The residence 200 includes a smart meter 201, a HEMS-compatible distribution board 202, a power load facility 203, a HEMS controller 204, a PCS (Power Conditioner System) 205, a photovoltaic power generation facility 206, and EVSE 20.

[0020] The smart meter 201 has a function of measuring the amount of power entering and exiting the residence 200, and is located between the connected pole transformer and the HEMS-compatible distribution board 202. The HEMS-compatible distribution board 202 is connected to the power load facility 203, the HEMS controller 204, and EVSE 20. The HEMS-compatible distribution board 202 is configured to distribute the power supplied from the power grid PG to each connected device and to measure the power consumption of each circuit. The power load facility 203 refers to various electric devices such as, for example, a heat pump water heater, a refrigerator, and a cooling / heating device.

[0021] The HEMS controller 204 is communicably connected to the HEMS-compatible distribution board 202, the power load equipment 203, the photovoltaic power generation equipment 206, and the EVSE 20. The HEMS controller 204 acquires residential power information and controls the operation of each device in the residence 200. The residential power information includes information of each device connected to the HEMS-compatible distribution board 202 (the power consumption of the power load equipment 203 and the power generation amount of the photovoltaic power generation equipment 206), and the electricity price of the power supplied from the power grid PG.

[0022] The PCS 205 converts the current supplied from the photovoltaic power generation equipment 206 from direct current to alternating current, and supplies the converted current to the HEMS-compatible distribution board 202. The PCS 205 also adjusts the voltage and frequency of the direct current supplied from the photovoltaic power generation equipment 206 and supplies the adjusted current to the EVSE 20. Alternatively, the PCS 205 converts the current from the photovoltaic power generation equipment 206 and the electric vehicle 10 from direct current to alternating current, and supplies the converted current to the power grid.

[0023] The grid management server 100 manages power supply and demand in the power grid PG managed by the grid management server 100. The grid management server 100 is, for example, a server managed by an electric power company (such as a general power transmission and distribution business operator).

[0024] The server 400 is a server managed by an aggregator. An aggregator is an electric power business operator that bundles a plurality of power adjustment resources in a region, predetermined facilities or the like to provide energy management services.

[0025] (Smart Charging Function) A user performs settings related to smart charging of the electric vehicle 10 by operating the mobile terminal 300. Note that the mobile terminal 300 is an example of the "user terminal" in the present disclosure.

[0026] Here, smart charging refers to a charging method that supports at least one of the following: eco charging, VPP, and V2H system. Eco charging refers to a charging method that includes a timer charging function and various charging setting functions. The timer charging function allows the user to set the planned departure time of the electric vehicle 10 and the target SOC of the battery 11 at the planned departure time. The various charging setting functions include settings to charge the battery 11 in a way that reduces electricity costs and settings to charge using electricity generated by a power generation method with low CO2 emissions. Specifically, power generation methods with low CO2 emissions include solar power generation and hydroelectric power generation.

[0027] VPP refers to the control of charging and discharging of batteries 11 of multiple electric vehicles 10 connected to a power grid, for the purpose of leveling the load on the power grid and adjusting the balance of power supply and demand in the power grid.

[0028] The VPP system details are described below. The grid management server 100 requests the server 400 to adjust the power supply and demand of the power grid PG based on the power consumption within the power grid PG managed by the grid management server 100 and the power generated by each power adjustment resource (first request). The first request includes information indicating the execution time (time period) for charging and discharging requested from the server 400, as well as information indicating the amount of charge (charging power) and the amount of discharge (discharging power).

[0029] Based on the first request, Server 400 requests power supply and demand adjustment (second request) from each power resource under its jurisdiction (including the electric vehicle 10). The second request includes information indicating the time (time period) for charging and discharging, and information indicating the amount of charge (charging power) and the amount of discharge (discharging power). Each power resource responds to Server 400 regarding whether it can fulfill the second request. Based on the response status from each power resource, Server 400 plans the charging and discharging to be performed by each power resource. Generally, when the electric vehicle 10 performs the predetermined charging and discharging during the time period included in the second request, the user receives a reward from the operating company of Server 400.

[0030] A V2H (Vehicle to Home) system is a system that makes more efficient power control in a HEMS (Home Energy Management System) by effectively utilizing the battery 11 installed in an electric vehicle 10.

[0031] The HEMS controller 204 controls the charging and discharging of the battery 11 using the electric vehicle 10 connected to the EVSE 20 as a power resource, based on residential power information. Specifically, the HEMS controller 204 discharges the battery 11 during peak power usage times, and stores electricity generated by the solar power generation equipment 206 in the battery 11 and discharges it at night. This reduces the amount of electricity supplied from the power grid PG.

[0032] The settings that the user makes regarding smart charging include the scheduled departure time of the electric vehicle 10, the target State of Charge (SOC) for the scheduled departure time, whether or not to apply various charging setting functions, and whether or not to utilize the electric vehicle 10 for VPP or V2H during the charging period.

[0033] The smart charging settings configured on the mobile terminal 300 are sent to the server 400. Based on the input information regarding the smart charging settings from the mobile terminal 300, the server 400 uses the information sent from the electric vehicle 10, the system management server 100, and the residence 200 to create a charge / discharge plan.

[0034] For example, if the user has configured the electric vehicle 10 to be used for VPP during the charging period, the server 400 will create a charge / discharge plan so that the first request from the grid management server 100 can be fulfilled, within the limits of achieving the target SOC for the scheduled departure time of the electric vehicle 10.

[0035] Furthermore, if the user has set the electric vehicle 10 to be used in the V2H system during the charging period, the server 400 will create a charge / discharge plan, for example, by supplying power from the battery 11 to the power load equipment 203 to the extent that the target SOC for the electric vehicle 10's scheduled departure time can be achieved, based on information from the residence 200.

[0036] The charge / discharge plan includes, for example, at least one of the following: information indicating the start time of charging, information indicating the end time of charging, information indicating the amount of energy charged or discharged during each time period, and information indicating the target SOC at the end of charging. The server 400 then transmits the created charge / discharge plan to the electric vehicle 10.

[0037] (Electric vehicle configuration) Figure 2 shows the configuration of the electric vehicle 10 according to this embodiment.

[0038] The electric vehicle 10 includes a battery 11, a connector 12, a charger / discharger 13, an ECU (Electric Control Unit) 14, a communication device 15, a charging relay 16, an SMR (System Main Relay) 17, and a power output device 18.

[0039] The battery 11 is located inside the electric vehicle 10 and can be charged using power supplied from the EVSE 20. The battery 11 can also discharge its power to the EVSE 20.

[0040] The electric vehicle 10 has multiple sensors that detect various physical quantities necessary for controlling the electric vehicle 10, such as monitoring sensors that detect the state of the battery 11 (voltage, current, temperature, etc.). Each of these sensors outputs its detection result to the ECU 14. The battery 11 is an example of a "secondary battery" as described in this disclosure.

[0041] The connector 12 is formed to be electrically connectable to the power plug 21 of the EVSE 20. The outer surface of the electric vehicle 10 is provided with a cover, and opening the cover exposes the connector 12 to the outside.

[0042] The charger / discharger 13 and the charging relay 16 are located between the connector 12 and the battery 11. The charger / discharger 13 is located between the charging relay 16 and the connector 12.

[0043] The charger / discharger 13 is a device controlled by a control signal from the ECU 14. The charger / discharger 13 converts the power discharged from the battery 11 into power that the EVSE 20 can receive and transmits it to the EVSE 20. The charger / discharger 13 includes, for example, a bidirectional AC / DC converter.

[0044] The SMR17 is located between the wiring connecting the charging relay 16 and the battery 11, and the power output device 18. The ECU 14 and communication device 15 are also located inside the electric vehicle 10.

[0045] The ECU 14 includes a processor (not shown) and memory. The processor controls each device of the electric vehicle 10 based on information recorded in the memory and information acquired through the communication device 15, etc. The ECU 14 communicates with the EVSE 20 and the server 400 wirelessly or via wire using the communication device 15. Note that the ECU 14 is an example of a "control device" in this disclosure.

[0046] The communication device 15 is an interface for communicating with external equipment (system management server 100, HEMS controller 204, mobile terminal 300, server 400, etc.) via a network. The communication device 15 transmits information received from the ECU 14 to external equipment and transmits information received from external equipment to the ECU 14.

[0047] The EVSE20 includes a power plug 21. The power plug 21 is formed to be connectable to the connector 12.

[0048] In the electric vehicle 10 configured as described above, for example, when charging the battery 11, the drive of the power output device 18 is stopped and the SMR 17 is turned OFF.

[0049] Next, the power plug 21 is connected to the connector 12. When the ECU 14 detects that the power plug 21 has been connected to the connector 12, it turns on the charging relay 16 and drives the charger / discharger 13. As a result, the power from the power plug 21 is converted by the charger / discharger 13 and supplied to the battery 11. When charging is complete, the ECU 14 stops driving the charger / discharger 13 and turns off the charging relay 16.

[0050] When supplying power from the battery 11 to the EVSE 20, the drive of the power output device 18 is stopped and the SMR 17 is OFF, at which point the ECU 14 turns on the charging relay 16. The ECU 14 then drives the charger / discharger 13 to supply power from the battery 11 to the EVSE 20 through the connector 12.

[0051] (Electric vehicle 10 charging control flow) Next, with reference to Figures 3 and 4, the control flow performed by the electric vehicle 10, the system management server 100, the residence 200, the mobile terminal 300, and the server 400 will be described.

[0052] In step S10 shown in Figure 3, the user inputs the smart charging settings using the mobile terminal 300. In step S11, the mobile terminal 300 transmits the smart charging settings information entered in step S10 to the server 400.

[0053] In step S12, the server 400 transmits information to the electric vehicle 10 indicating that smart charging has been configured. The electric vehicle 10 stores the information that smart charging has been configured in the memory of the ECU 14.

[0054] In step S13, the system management server 100 sends a first request to the server 400. In step S14, if the aggregator managing the server 400 determines that it will respond to the first request sent from the system management server 100, the server 400 sends a first response to the system management server 100. The first response is a signal indicating that the first request will be addressed.

[0055] In step S15, the residence 200 transmits residential power information. This residential power information includes information on each device connected to the HEMS-compatible distribution board 202 (such as the power consumption of the power load equipment 203 and the amount of power generated by the solar power generation equipment 206), as well as the electricity charges for the power supplied from the power grid PG. This residential power information is transmitted periodically until step S35, which will be described later.

[0056] In step S30 shown in Figure 4, the power plug 21 of the EVSE 20 is connected to the connector 12 of the electric vehicle 10.

[0057] In step S31, the electric vehicle 10 checks whether it has received a signal from the server 400 indicating that smart charging is enabled. If the ECU 14 determines that smart charging is not enabled (No in step S31), the ECU 14 proceeds to step S32. In step S32, the ECU 14 switches the charging relay 16 from OFF to ON to drive the charger / discharger 13 and charges the battery 11 with power supplied from the EVSE 20. Then, for example, when the battery 11 is fully charged, the flow ends. On the other hand, if the ECU 14 determines that smart charging is enabled (Yes in step S31), the ECU 14 proceeds to step S33.

[0058] In step S33, the electric vehicle 10 sends a vehicle status notification to the server 400. The vehicle status notification includes at least one of the following: information indicating that the power plug 21 is connected to the connector 12, information indicating the State of Charge (SOC) of the battery 11, and information regarding the EVSE 20 to which the electric vehicle 10 is connected. The information regarding the EVSE 20 includes information indicating the maximum charging power corresponding to the EVSE 20, and information regarding the residence 200 to which the EVSE 20 is connected. The electric vehicle 10 may also obtain the information regarding the EVSE 20 through a communication line provided in the charging cable.

[0059] In step S34, the server 400 checks whether it has received a vehicle status notification from the electric vehicle 10. If the server 400 determines that it has not received a vehicle status notification (No in step S34), the server 400 processes step S34 again. If the server 400 determines that it has received a vehicle status notification (Yes in step S34), the server 400 proceeds to step S35.

[0060] In step S35, the server 400 creates a charge / discharge plan based on information obtained from the grid management server 100, the residence 200, the mobile terminal 300, and the electric vehicle 10. Specifically, the obtained information includes at least one of the following: the smart charging settings entered by the user into the mobile terminal 300, the information for the second request, and the residential power information for the residence 200 to which the EVSE 20 belongs.

[0061] In step S36, the server 400 transmits a charge / discharge plan to the electric vehicle 10. In step S37, the ECU 14 checks whether it has received the charge / discharge plan. If the ECU 14 determines that it has received the charge / discharge plan (Yes in step S37), the ECU 14 proceeds to step S39. If the ECU 14 determines that it has not received the charge / discharge plan (No in step S37), the ECU 14 proceeds to step S38.

[0062] In step S38, the ECU 14 checks whether a certain period of FP has elapsed since plugging in in step S30. If the ECU 14 determines that a certain period of FP has elapsed (Yes in step S38), the ECU 14 proceeds to step S32. In step S32, the ECU 14 drives the charger / discharger 13 to charge the battery 11 with power supplied from the EVSE 20.

[0063] If ECU14 determines that a certain period of FP has not elapsed (No in step S10), ECU14 will perform step S37 again.

[0064] Here, the fixed period FP is, for example, about 2 seconds to 15 minutes, and is the period calculated from when the power plug 21 is connected to the connector 12. Setting a limit on the period from when the power plug 21 is connected to the connector 12 until the charge / discharge plan is received from the server 400 is significant in that it reduces the number of times the charging relay 16 operates and ensures the State of Charge (SOC) of the electric vehicle 10.

[0065] Furthermore, the time required for server 400 to create a charge / discharge plan is 2 seconds or more when created based solely on the timer charging function. When creating a charge / discharge plan based on eco-charging settings, residential power information, and the second request, the time required for server 400 to create the charge / discharge plan is 15 minutes or less.

[0066] In step S39, the electric vehicle 10 starts smart charging based on the charge / discharge plan. Specifically, the ECU 14, which receives the charge / discharge plan from the server 400 via the communication device 15, sends a control command to turn the charging relay 16 ON / OFF according to the charge / discharge plan. The charging relay 16, having received the control command from the ECU 14, operates ON / OFF based on this control signal. After smart charging is complete, the electric vehicle 10 turns OFF the charging relay 16, and this flow ends.

[0067] (An example of a charge / discharge plan) Figure 5 shows an example of a charge / discharge plan created by server 400 according to settings previously entered by the user. Note that the charge / discharge plan shown in Figure 5 also takes into account various user-defined information.

[0068] In the charge / discharge plan shown in Figure 5, the user-defined information includes the scheduled vehicle departure time and the target State of Charge (SOC) at the scheduled vehicle departure time. Furthermore, in the example shown in Figure 5, the user-defined information includes settings for utilizing the electric vehicle 10's battery 11 for VPP or V2H during the charging period, and settings related to electricity charges. The settings related to electricity charges include, for example, a setting that ensures the electricity charges are below a predetermined rate from the time the power plug 21 is connected to the connector 12 until the scheduled vehicle departure time.

[0069] In the example shown in Figure 5, the scheduled departure time of the vehicle is time t16, and the target SOC is indicated by the dashed line L2. A charge / discharge cycle is planned so that the battery 11 reaches the target SOC at time t16.

[0070] Figure 5 illustrates the charge / discharge plan created by server 400 based on the smart charging settings described above.

[0071] Line L1 shows the State of Charge (SOC) value of the battery 11 from the time the power plug 21 is connected to the connector 12 until time t16. Time t10 indicates the time when the power plug 21 was connected to the connector 12. Note that at time t10, the charging relay 16 is OFF.

[0072] Between time t10 and time t11, no charging or discharging of the battery 11 occurs. That is, the charging relay 16 is kept OFF. Specifically, after the electric vehicle 10 is connected to the EVSE 20, the electric vehicle 10 receives a charging and discharging plan from the server 400.

[0073] In the example shown in Figure 5, the charge / discharge plan is received at time t20. Subsequently, the electric vehicle 10 is in standby mode based on the received charge / discharge plan.

[0074] From time t11 to time t12, the electric vehicle 10 utilizes its battery 11 for V2H based on the charge / discharge plan. Specifically, at time t11, the ECU 14 switches the charging relay 16 ON. Then, the ECU 14 drives the charger / discharger 13 to charge the battery 11 with surplus power from the solar power generation equipment 206.

[0075] Between time t12 and time t13, the electric vehicle 10 responds to power supply and demand adjustment requests based on the charge / discharge plan. Specifically, between time t11 and time t12, the battery 11 discharges the planned amount of power to the power grid PG.

[0076] Between time t13 and time t14, no charging or discharging of battery 11 occurs. Furthermore, the charging relay 16 remains in the ON state during the period between time t13 and time t14.

[0077] Between time t14 and time t15, the battery 11 is charged to the target SOC. Then, at time t15, when charging is complete, the charging relay 16 is turned OFF. From time t15, the electric vehicle 10 waits again in preparation for departure, and at time t16, the charge / discharge plan is completed.

[0078] Furthermore, in the charge / discharge plan shown in Figure 5, the electricity cost from time t14 to time t15 is cheaper than the electricity cost from time t13 to time t14. In addition, the user settings are configured to minimize electricity costs during the period leading up to the scheduled vehicle departure time. Therefore, in this charge / discharge plan, charging is scheduled from time t14 to time t15.

[0079] (Functions of Charge / Discharge Control System 1) The function of the charge / discharge control system 1, which was formed as described above, will now be explained.

[0080] In conventional electric vehicles, regardless of whether smart charging is enabled or not, the charging relay switches ON when the electric vehicle is connected to EVSE. Subsequently, when the electric vehicle acquires a discharge plan and determines that charging or discharging is not necessary at the moment based on that plan, the charging relay switches OFF.

[0081] Thus, with conventional electric vehicles, there is a problem that the number of times the charging relay is turned ON / OFF may increase due to the activation of the charging relay when the vehicle is connected, as a result of implementing smart charging.

[0082] According to the electric vehicle 10 of the embodiment of the present disclosure, when smart charging is set for the electric vehicle 10, the power plug 21 and the charging relay 16 remain OFF for a certain period of time even after the power plug 21 is connected to the connector 12. Therefore, if a charge / discharge plan is received during this certain period of FP, the charging relay 16 remains OFF until the charging start time in the charge / discharge plan is reached. As a result, the electric vehicle 10 according to the present disclosure can reduce the number of times the charging relay 16 is turned ON / OFF compared to conventional electric vehicles.

[0083] Furthermore, the electric vehicle 10 performs charging and discharging according to a charging and discharging plan created based on the user's set departure time for the electric vehicle 10 and the target SOC for the departure time. The user can change the charging and discharging plan as needed to suit their own convenience by changing the settings entered in the mobile terminal 300.

[0084] The electric vehicle 10 related to this disclosure sets a charge / discharge plan in response to the first request (power supply and demand adjustment request), and the user can use the VPP and receive rewards from the server 400.

[0085] In the electric vehicle 10 relating to this disclosure, the fixed period FP is between 2 seconds and 15 minutes. Setting a fixed period is significant in that it suppresses the number of ON / OFF cycles of the charging relay 16 and ensures the State of Charge (SOC) at the start of the electric vehicle 10.

[0086] For example, if no lower limit is set for FP for a certain period, when the power plug 21 is connected to the connector 12, the electric vehicle 10 will turn on the charging relay 16 and start charging before the server 400 has finished creating the charge / discharge plan. Subsequently, when the electric vehicle 10 receives the charge / discharge plan, it will need to drive the charging relay 16 to the OFF position according to the plan until charging begins. As a result, the number of times the charging relay 16 is turned ON / OFF may increase.

[0087] Furthermore, if an upper limit is not set on the FP for a certain period, in the event of a server 400 failure or a communication failure between the communication device 15 and the server 400, the electric vehicle 10 will continue to wait for the charging / discharging plan to be received, and there is a risk that the electric vehicle 10 will not be charged when it departs.

[0088] In the above embodiment, an example was shown in which the smart charging settings are made by input to a mobile terminal 300, but the disclosure is not limited thereto. For example, the electric vehicle 10 may have an HMI device, and the user of the electric vehicle 10 may input the smart charging settings to the HMI device. The information input to the HMI device is transmitted to the server 400 by the communication device 15.

[0089] The embodiments disclosed herein should be considered in all respects to be illustrative and not restrictive. The scope of this disclosure is indicated by the claims and all modifications within the meaning and scope of the claims are intended to be included. [Explanation of Symbols]

[0090] 1 Charge / discharge control system, 10 Electric vehicle, 11 Battery, 12 Connector, 13 Charger / discharger, 15 Communication device, 16 Charging relay, 18 Power output device, 21 Power plug, 100 System management server, 200 Residence, 201 Smart meter, 202 HEMS-compatible distribution board, 203 Power load equipment, 204 Controller, 206 Solar power generation equipment, 300 Mobile terminal, 400 Server, FP Fixed period, L1 Line, L2 Dashed line, S10, S11, S12, S13, S14, S15, S30, S31, S32, S33, S34, S35, S36, S37, S38, S39 Step, t10, t11, t12, t13, t14, t15, t16, t20 Time.

Claims

1. A connector to which an external power plug is connected, Rechargeable batteries and A charging relay is provided between the connector and the secondary battery, A control device that controls at least one of the charging or discharging of the secondary battery, An electric vehicle equipped with, The control device is configured to communicate with the server and to receive the charge / discharge plan created by the server. If the control device has obtained information indicating that the user of the electric vehicle intends to perform smart charging, the charging relay remains OFF after the power plug is connected to the connector until the control device receives the charge / discharge plan. In an electric vehicle, if the control device has acquired information indicating that the user intends to perform smart charging, the charging relay turns ON if the power plug has been connected to the connector and a certain period of time has elapsed since then but the charge / discharge plan has not been received.

2. The server is capable of communicating with the user terminal used by the user, The smart charging settings are configured based on the input information from the user terminal. The electric vehicle according to claim 1, wherein the control device receives the charge / discharge plan set by the server based on the input information.

3. The server sets the charge / discharge plan for the electric vehicle in response to a power supply and demand adjustment request for adjusting power supply and demand in the power grid. The electric vehicle according to claim 1, wherein the control device receives the charge / discharge plan from the server.

4. The electric vehicle according to any one of claims 1 to 3, wherein the aforementioned certain period is 2 seconds or more and 15 minutes or less.

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