Method and apparatus for contributing adjustment power to electric vehicles

Abstract

To determine appropriate charging timing and bidding timing for each electric vehicle.SOLUTION: When batteries 11 of a plurality of electric vehicles 10 as distributed energy resources DER in a virtual power plant VPP are charged from a charger 14 or discharged via the charger to contribute adjustment power, timing and a time for completing the necessary and sufficient charging for each electric vehicle are estimated from the time series of power consumption and the time series of required charging amount, and then advantageous charging or discharging timing and bidding timing are determined for each electric vehicle from the compensation for the adjustment power provided in a transaction and the wholesale electricity rate or the predicted electricity rate price.SELECTED DRAWING: Figure 19

Description

Technical Field

[0001] The present invention relates to a method and an apparatus for providing regulation capacity from electric vehicles, and in particular, to a method and an apparatus for providing regulation capacity from electric vehicles that are suitable for use when collecting and providing regulation capacity from a large number of electric vehicles. Background Art

[0002] Along with the recent liberalization of the electric power market, conventional energy supply systems that rely on large-scale power plants (concentrated power sources) have been reviewed, and the construction of frameworks for utilizing energy resources on the consumer side in electric power systems is being promoted. Each individual distributed energy resource owned by factories, households and other parties is small in scale, but by aggregating these resources and implementing remote integrated control, they are utilized to adjust the balance between power supply and demand. This framework functions as if it were a single power plant, and is therefore called a Virtual Power Plant (VPP).

[0003] In this VPP, consumers' energy resources, power generation facilities directly connected to the power grid, owners of energy storage facilities or third parties provide functions equivalent to a single power plant by controlling their distributed energy resources (Distributed Energy Resources: DER), including reverse power flow, which is the flow of surplus power from Demand Side Resources (DSR) back to the power company's grid side.

[0004] This VPP is expected to perform functions such as load leveling, absorbing excess renewable energy supply, and supplying power during power shortages. As shown in Figure 1, currently the various values ​​of electricity are traded in multiple markets. These mainly consist of a wholesale electricity market that uses market principles where the price is determined by bidding for demand (retail) and supply (generation) at the Japan Electric Power Exchange (JEPX), such as the spot and baseload markets, where electricity actually generated is traded by the amount of electricity (kWh value); a capacity market that provides the capacity (supply capacity) (kW value) of the ability to generate electricity in order to secure the necessary power sources by providing incentives to own power generation facilities within the market principle; and a supply and demand adjustment market where electricity is traded by adjustment capacity (ΔkW value), which is the ability to adjust supply and demand in a short time.

[0005] Traditionally, supply and demand adjustments have been carried out using relatively large amounts of electricity, such as pumped-storage hydroelectric power plants and storage batteries installed in factory buildings. However, with the increasing popularity of electric vehicles in recent years, there is a growing demand for adjustment power from electric vehicles as well.

[0006] Regarding the adjustment capacity management of electric vehicles, Patent Document 1 proposes a technology that relatively simulates the time distribution of the operating state of electric vehicles, which are distributed resources, and estimates the adjustment capacity that the distributed resources can supply based on the simulated time distribution of the operating state of the distributed resources. [Prior art documents] [Patent Documents]

[0007] [Patent Document 1] Japanese Patent Publication No. 2021-36752 [Overview of the Initiative] [Problems that the invention aims to solve]

[0008] However, the combination of chargers and whether or not they are connected to chargers varies. This is because electric vehicles use chargers with different charging / discharging capacities, chargers that can only be switched on or off, and multiple electric vehicles with different battery capacities, battery states of charge (SOC), and charging / discharging capacities. Furthermore, since electric vehicles are used as a means of transportation, they use not only the chargers that are routinely used at their homes or workplaces, but also other chargers with different outputs, etc., so the combination and whether or not they are connected to chargers also change. In general, the time it takes to charge or discharge is shorter than the time the charger is connected to the electric vehicle, so there is flexibility in when to use them. Moreover, the time of day when electric vehicles are connected to chargers differs depending on their intended use. Commuter vehicles cannot be relied upon as adjustment capacity in the morning and evening, and commercial vehicles such as taxis cannot be relied upon as adjustment capacity during peak seasons. Also, since charging and discharging cannot be freely performed while adjustment capacity is being provided, it is necessary to design infrastructure that takes the intended use into consideration. For this reason, depending on the intended use and adjustment capacity plan, the choice of parking lot will also change.

[0009] In addition, the adjustment power required for frequency adjustment and other purposes necessitates fine adjustments in increments of 1 kW, making it difficult for inexpensive on / off chargers, which are mainly used in electric vehicles, to participate.

[0010] In these cases, no technology had been proposed to calculate the appropriate adjustment capacity for each electric vehicle for the electricity market, to combine multiple electric vehicles appropriately to sum up their adjustment capacity, or to determine the appropriate charging timing for each electric vehicle and the timing for actually contributing adjustment capacity through bidding.

[0011] The present invention aims to address the issue that electric vehicles have a limited time frame for providing adjustment power, and that their primary use is as a means of transportation. Therefore, it aims to enable the determination of the timing for providing adjustment power by considering appropriate charging timing, discharging timing, and bidding timing for each electric vehicle. [Means for solving the problem]

[0012] The present invention solves the aforementioned problem by providing a method for contributing adjustment power to electric vehicles, which involves charging the batteries of multiple electric vehicles, which serve as distributed energy resources (DERs) in a virtual power plant (VPP), from a charger or discharging them through said charger to contribute adjustment power. This method is characterized by estimating the timing and time required for each electric vehicle to complete charging based on time-series power consumption and the required amount of charge over time, and then determining the charging or discharging timing and bidding timing for each electric vehicle based on the consideration for the adjustment power provided in market transactions, such as in the capacity market, supply and demand adjustment market, wholesale power market, etc., or in transactions including bilateral transactions with new power companies and transmission and distribution companies, as well as the electricity rate for wholesale power, or an estimated electricity rate.

[0013] The present invention also solves the aforementioned problems with an electric vehicle adjustment power supply device for supplying adjustment power by charging or discharging batteries of multiple electric vehicles, which serve as distributed energy resources (DERs) in a virtual power plant (VPP), from a charger, or discharging them via said charger, the device comprising: means for estimating the timing and time for each electric vehicle to complete charging sufficiently based on time-series power consumption and the required amount of charge in a time-series; and means for determining the charging or discharging timing and bidding timing for each electric vehicle based on the results of the estimation, for example, the consideration for the adjustment power to be provided in market transactions in a capacity market, supply and demand adjustment market, wholesale power market, etc., or in transactions including bilateral transactions with new power companies and transmission and distribution companies, and the electricity rate for wholesale power, or an electricity rate price predicted to be the same. [Effects of the Invention]

[0014] According to the present invention, when supplying adjustment power from electric vehicles, it is possible to determine appropriate charging timing, discharging timing, and bidding timing for each electric vehicle. Therefore, the adjustment power can be supplied in the most advantageous manner. [Brief explanation of the drawing]

[0015] [Figure 1] Diagram showing the configuration of a Virtual Power Plant (VPP) [Figure 2]Diagram illustrating definitions of regulating capacity, available regulating capacity provision period, and sustainable regulating capacity duration [Figure 3] Diagram showing the overall configuration of the first embodiment of the present invention [Figure 4] Block diagram showing a specific configuration example of the control device for each electric vehicle according to the first embodiment [Figure 5] Flowchart showing the SOC estimation process for each electric vehicle, also of the first embodiment [Figure 6] Flowchart showing the indicated value response process during charging, also of the first embodiment [Figure 7] Diagram showing an example of regulating capacity calculation during charging, also of the first embodiment [Figure 8] Flowchart showing the indicated value response process during discharging, also of the first embodiment [Figure 9] Diagram showing an example of regulating capacity calculation during discharging, also of the first embodiment [Figure 10] Flowchart showing the regulating capacity provision process, also of the first embodiment [Figure 11] Diagram showing an example of vehicles with different applications, also of the first embodiment [Figure 12] Diagram showing an example of differences in available regulating capacity due to different applications, also of the first embodiment [Figure 13] Diagram showing an example of estimating regulating capacity, available regulating capacity provision period, and sustainable regulating capacity duration in consideration of application, also of the first embodiment [Figure 14] Diagram showing an example of a model for estimating a predicted value from an input value, also of the first embodiment [Figure 15] Diagram showing an example of whether provision of combined regulating capacity is possible, also of the first embodiment [Figure 16A] Diagram showing one specific example of the tolerance of combined regulating capacity, also of the first embodiment [Figure 16B] Diagram showing another specific example of the tolerance of combined regulating capacity, also of the first embodiment [Figure 16C] Diagram showing yet another specific example of the tolerance of combined regulating capacity, also of the first embodiment [Figure 17] Diagram showing the regulating capacity provision range of a battery, also of the first embodiment [Figure 18] Diagram showing an example of the coverage area of a power transmission and distribution system, also of the first embodiment [Figure 19] Diagram showing an example of charging timing and bidding timing, also of the first embodiment [Figure 20]This diagram also shows an example of considering connections probabilistically. [Figure 21] A diagram showing the overall configuration of the second embodiment of the present invention. [Figure 22] A diagram showing the overall configuration of the third embodiment of the present invention. [Figure 23] A diagram showing the overall configuration of the fourth embodiment of the present invention. [Figure 24] Similarly, this diagram shows an example of indicating parking locations while considering their intended use. [Modes for carrying out the invention]

[0016] Embodiments of the present invention will be described below with reference to the drawings. However, the present invention is not limited to the contents described in the following embodiments. Furthermore, the constituent elements in the embodiments described below include those that can be easily imagined by a person skilled in the art, those that are substantially the same, and so-called equivalents. Moreover, the constituent elements disclosed in the embodiments described below may be combined as appropriate, or selected and used as appropriate.

[0017] Figure 3 shows the overall configuration of the first embodiment of the present invention. This embodiment includes an electric vehicle (EV) 10, its charger 14, power lines 18 for supplying power to each charger 14, a total power meter 30 for measuring the total amount of power supplied from the TSO 60 to all chargers 14 of the factory 8 and EV 10, which have grid batteries and private power generation equipment, an EV server 32 for supplying EV adjustment power from the charger 14 during charging or discharging, a Resource Aggregator (RA) 40 which is a business operator that directly concludes a VPP service contract with consumers and performs resource control for collecting and distributing the EV adjustment power supplied from the EV server 32 and adjustment power from grid batteries 34 such as pumped-storage power plants and peak-cut batteries 36 in the factory building, an Aggregation Coordinator (AC) 50 which is a business operator that bundles the adjustment power controlled by each RA 40 and directly trades electricity with general transmission and distribution companies and retail electricity companies, and a Transmission System Operator (SPS), for example, a power company. It consists of an Operator (TSO) 60, and the TSO 60 supplies power for charging to the overall power meter 30 via the power transmission and distribution system 62.

[0018] Figure 4 shows the specific configuration of the control device for each EV in the above embodiment. This control device includes an EV information input means 12 for inputting EV information such as battery capacity, charge acceptance capacity / discharge capacity, driving range, and usage time; an EV information storage means 13 for storing the EV information input to the EV information input means 12; a charger information input means 16 for inputting charger information such as the charger capacity / discharge acceptance capacity of the charger 14; a charger information storage means 17 for storing the charger information input to the charger information input means 16; an SOC estimation unit 20 for estimating and correcting the SOC based on the EV information input from the EV information storage means 13; an instruction value response unit 22 for selecting a vehicle to charge based on the EV information input from the EV information storage means 13, the charger information input from the charger information storage means 17, and an instruction value; and an adjustment force contribution unit 24 for collecting and contributing adjustment force based on the output of the instruction value response unit 22.

[0019] Furthermore, the EV information input means 12 can also acquire EV information from the EV 10 via communication.

[0020] The SOC estimation unit 20 includes an SOC estimation means 20A that estimates the current SOC and a predicted future SOC based on EV information such as the battery capacity, charge acceptance capacity / discharge capacity, driving range, and usage time of the EV 10, which is input from the EV information input means 12 via the EV information storage means 13, and an SOC correction means 20B that corrects the SOC estimated by the SOC estimation means 20A based on actual charging information (for example, the time taken to fully charge) input from the charger 14.

[0021] The SOC estimation process of the SOC estimation unit 20 is specifically carried out as shown in Figure 5.

[0022] Specifically, in step S100, the daily driving range and usage time for each vehicle are entered; in step S110, the current State of Charge (SOC) is estimated, and the expected SOC for each future time is calculated; and then in step S120, each vehicle is charged. At this time, individual vehicle identification can be performed using a charging tag or designated parking space.

[0023] Next, the process proceeds to step S130, where it is determined whether the device reached full charge earlier or later than planned. If the determination result is positive, the process proceeds to step S140, where the SOC correction means 20B corrects the current SOC to full charge.

[0024] After step S140 is completed, or if the result of step S130 is negative, the estimated SOC is updated in step S150 based on the charging time, and charging is completed.

[0025] As shown in Figure 4, the instruction value response unit 22 receives EV information from the EV information input means 12 via the EV information storage means 13, and charger information from the charger information input means 16 via the charger information storage means 17. It includes a minimum value calculation means 22A that calculates the minimum value of the charging capacity or discharge acceptance capacity of the charger 14 and the minimum value of the charging acceptance capacity or discharge capacity of the EV 10, and a charging vehicle selection means 22B that selects a charging vehicle based on the calculation result of the minimum value calculation means 22A.

[0026] The process of responding to the indicated value during charging of the indicated value response unit 22 is specifically carried out as shown in Figure 6.

[0027] Specifically, in step S200, the minimum value calculation means 22A first calculates the minimum charging capacity of the charger 14 and the minimum charging acceptance capacity of the EV 10 for each vehicle. This is because the adjustment capacity is the capacity as seen from the grid, and as illustrated in Figure 7, it is pulled down to the smallest capacity (3kW in Figure 7) in the route of power transmission and distribution system 62 - charger 14 output (6kW in Figure 7) - EV 10 charging acceptance capacity (up to 3kW in Figure 7). For example, in the case of other EV 10s that can be normally charged up to 6kW and can accept fast charging up to 50kW, the adjustment capacity will change depending on the charger 14, and for example, if the output of the charger 14 is 3kW, the adjustment capacity will be 3kW. Also, in the case of an EV 10 with a charging acceptance capacity of 3kW as illustrated in Figure 7, even if the output of the charger 14 is 6kW, the adjustment capacity will be limited to 3kW. Similarly, even if a fast charger capable of outputting up to 50kW is used, the adjustment capacity will be limited to 3kW.

[0028] Next, in step S210, the instruction value from AC50 is received, in step S220, the value shared by RA40 is input, and in step S230, the SOC estimated by the SOC estimation unit 20 is checked to select a vehicle that can be charged.

[0029] In this process, step S240 determines the priority for each vehicle, lowering the priority of vehicles with low State of Charge (SOC), vehicles scheduled for use, and vehicles with poor battery health (State of Health: SOH).

[0030] Next, the process moves to step S250, where vehicles with high charging capacity and priority are charged first. At this point, if there are chargers that can control the charging amount other than standard chargers that can only be switched on and off, the standard chargers will temporarily stop.

[0031] Furthermore, in step S260, charging is performed using a smaller battery to match the indicated value. This is because charging with a larger battery first makes it difficult to adjust the final setting. It is also possible to pre-create combination patterns that match the indicated value and select from them.

[0032] Next, the process proceeds to step S270 to determine whether or not the battery is fully charged. If the result is negative, the process proceeds to step S280 to continue charging.

[0033] On the other hand, if the result of step S270 is positive, the process proceeds to step S290 and then to the next car.

[0034] Furthermore, the process of responding to the indicated value during discharge of the indicated value response unit 22 is specifically carried out as shown in Figure 8.

[0035] Specifically, in step S200', the minimum value calculation means 22A first calculates the minimum values ​​of the discharge acceptance capacity and discharge capacity of the charger 14 and the discharge capacity of the EV10 for each vehicle. This is because the adjustment force is the capacity as seen from the grid, and as illustrated in Figure 9, it is pulled down to the smallest capacity (3kW in Figure 9) in the route: power transmission and distribution system 62 - charger 14 discharge acceptance capacity / discharge capacity (6kW in Figure 7) - EV10 discharge capacity (up to 3kW in Figure 7). For example, in the case of other EV10s that can be normally charged up to 6kW and can accept fast charging up to 50kW, the adjustment force will change depending on the charger 14, and for example, if the discharge of the charger 14 is 3kW, the adjustment force will be 3kW. Also, in the case of an EV10 with a discharge capacity of 3kW as illustrated in Figure 9, even if the output of the charger 14 is 6kW, the adjustment force will be limited to 3kW. Similarly, even if a fast charger capable of outputting up to 50kW is used, the adjustment force will be limited to 3kW.

[0036] Next, in step S210', the instruction value from AC50 is received, in step S220' the value shared by RA40 is input, and in step S230' the SOC estimated by SOC estimation unit 20 is checked to select a vehicle capable of discharge.

[0037] In this step, S240' determines the priority for each vehicle, lowering the priority of vehicles with low State of Charge (SOC), vehicles scheduled for use, and vehicles with a low State of Health (SOH) or degraded batteries.

[0038] Next, the process moves to step S250', where vehicles with high discharge capacity and priority are discharged first. At this point, if there are chargers that can control the charging amount other than standard chargers that can only be switched on and off, the standard chargers will temporarily stop.

[0039] Furthermore, in step S260', a small discharge is performed to adjust to the indicated value. This is because if larger discharges are performed first, it becomes difficult to make the final adjustment. It is also possible to pre-create combination patterns to match the indicated value and select from them.

[0040] Next, the process proceeds to step S270' to determine whether the discharge is complete or not. If the result is negative, the process proceeds to step S280' to continue the discharge.

[0041] On the other hand, if the result of step S270' is positive, proceed to step S290' and move on to the next car.

[0042] The adjustment force supply unit 24 shown in Figure 4 is configured to include an adjustment force collection means 24A and an adjustment force supply means 24B.

[0043] The adjustment force allocation in this adjustment force allocation unit 24 is carried out in the procedure shown in Figure 10.

[0044] In other words, first, step S290 calculates the adjustment capacity of each individual car that can be contributed.

[0045] Next, in step S300, vehicles that cannot be used are excluded to set the target vehicles (all vehicles or one vehicle, etc.). Regarding usage, as illustrated in Figure 11, it is possible to combine a company car 10A with a commuter vehicle 10B, or a personal car 10C used for leisure on weekends with a commercial vehicle 10D used for work on weekdays and parked on weekends.

[0046] Figure 12 shows an example of the difference in available adjustment capacity depending on the application. Figure 12 shows examples of commuter vehicles 10B and taxis 10E, but the period during which adjustment capacity can be provided (time connected to the power receiver) and the duration of adjustment capacity (time during which kW can be maintained) differ depending on the application.

[0047] Figure 13 shows an example of estimating adjustment capacity, the period during which adjustment contributions can be made, and the duration for which adjustment capacity can be sustained, taking into account the intended use. Figure 13 shows what information is needed to make predictions.

[0048] As illustrated in Figure 14, the system uses a learning model 90 to estimate predicted values, such as the start and end times of connections by month and day of the week, based on input values, such as license plate usage classification information, the car's charging location, stopping / departing times (originally the charging connection time), and the charging station's location.

[0049] Next, in step S310 of Figure 10, the minimum discharge acceptance capacity and discharge capacity of the charger 14, and the minimum discharge capacity of the EV 14 are calculated for each vehicle, similar to step S200' of the discharge response process shown in Figure 8.

[0050] Next, the process proceeds to step S320, where the minimum value of the vehicle's capacity, for example, half of that value (half value), is calculated.

[0051] Next, we proceed to step S330 to determine the combined adjustment force.

[0052] Next, the process proceeds to step S340, where it is determined whether a predetermined percentage of the total adjustment power, for example 10%, exceeds, for example, half the value. This is because, as shown in Figure 15, participation in the market itself is not possible unless the contribution value of the total adjustment power falls within the allowable range of ± the predetermined percentage of the indicated value. Due to market requirements, it is usually difficult to include resources that cannot be finely adjusted in increments of 1 kW or so as adjustment power in the market. However, with this ingenuity, even a simple and inexpensive controller for electric vehicles that can only perform on / off control can contribute as adjustment power and participate in the market. At the same time, it is possible to avoid the penalties that would otherwise be imposed.

[0053] In the case of electric vehicles, there may be times when adequate adjustment capacity cannot be provided depending on the operating status. Therefore, by making a judgment before each bid, reviewing the total adjustment capacity, and deciding whether or not to bid, it becomes possible to participate in the market with an appropriate amount of adjustment capacity. Failure to make this judgment will result in penalties, and if contributions cannot be made multiple times, the resource will be considered ineligible to participate in the market altogether. This can be seen as a countermeasure to prevent such penalties.

[0054] If the result of step S340 in Figure 10 is negative, proceed to step S350, update (decrease or increase) the target vehicles, and return to step S330.

[0055] On the other hand, if the result of step S340 is positive, the process proceeds to step S360, where the company participates in the bidding and carries out adjustments.

[0056] A specific example is shown in Figure 16. As shown in Figure 16(A), when the capacities of each EV are 3kW, 3kW, 6kW, and 6kW, the total capacity is 18kW, and 10% of that is 1.8kW. Here, the minimum value is 3kW, half of which is 1.5kW, which is smaller than the allowable value of 1.8kW, so it can handle the entire range of indicated values ​​from 0 to 18kW.

[0057] Furthermore, as shown in Figure 16(B), when the EV capacities are 3kW, 6kW, 6kW, and 6kW, the total adjustment power is 21kW, its allowable 10% is 2.1kW, the minimum value is 3kW, half of which is 1.5kW, and since this is smaller than the allowable value of 2.1kW, it can still be contributed to all indicated values ​​from 0 to 21kW.

[0058] On the other hand, as shown in Figure 16(C), if the capacity of all four EVs is 6kW, then 10% of that allowable value is 2.4kW, the minimum value is 6kW, and half of that is 3kW, which is greater than the allowable value of 2.4kW. Therefore, for example, it will not be possible to contribute to the indicated values ​​of 3kW, 8kW, 9kW, 15kW, and 21kW.

[0059] In this example, the capacity of each EV is allocated by switching it on and off, making control easy.

[0060] Although the control becomes more complex, it is also possible to make it possible to contribute an intermediate value of capacity from the EV, or to add 0.6 to 5.4 kW from other sources to a 3 kW instruction that is 0.6 kW short, 1.6 to 6.4 kW from other sources to a 8 kW instruction that is 1.6 kW short, 0.6 to 5.4 kW from other sources to a 9 kW instruction that is 0.6 kW short, and 0.6 to 5.4 kW from other sources to a 21 kW instruction that is 0.6 kW short.

[0061] As described above, when it becomes clear that the necessary funds can be collected in step S340, the necessary adjustments will be made by participating in the bidding process in step S350.

[0062] When contributing adjustment capacity, as shown in Figure 17, it is desirable to manage the safety zone to avoid over-discharge and over-charge so that the battery 11 of EV10 does not deteriorate, and to contribute electric vehicle adjustment capacity within the limits that do not violate that safety zone (for example, only putting up to 80% for bidding in the case of charging, and up to 20% in the case of discharging).

[0063] Furthermore, in Japan, the power transmission and distribution operators that manage power transmission and operate the grid are divided into multiple entities. As per the rules of the electricity market, as illustrated in Figure 18, adjustment power is contributed and connected to each transmission and distribution system 62A and 62B in each area. Adjustment power cannot be contributed unless the EV10 is connected to a charger 14A or 14B, and it must be contributed for each transmission and distribution system, so it is necessary to manage this data. Therefore, the location of the connected charger 14A or 14B is determined from the latitude and longitude information of the charger, and adjustment power is contributed to the corresponding transmission and distribution system 62A or 62B.

[0064] Furthermore, the average and variance of battery levels change depending on the vehicle's use, such as during peak and off-peak seasons for commuter vehicles or taxis. Therefore, by taking these average and variance values ​​into consideration, adjustment power can be preferentially allocated to vehicles with high average and low variance values.

[0065] Furthermore, as illustrated in Figure 19, the timing of charging and bidding can be determined by estimating the necessary and sufficient charging timing and duration from time-series power consumption and time-series required charging amount, and then using the price in the supply and demand adjustment market and the electricity rate in the wholesale power market, or an electricity rate price that predicts it.

[0066] Although Figure 19 shows the prices on a daily basis for ease of understanding, in reality, the prices fluctuate every 30 minutes. The bidding timing can be, for example, the day before the charging time.

[0067] Below, we will estimate an example of the optimal charging timing.

[0068] The rules of the electricity market currently include various levels of adjustment, such as primary, secondary, and tertiary adjustments. Taking tertiary adjustment 2 as an example, bidding takes place between 12:00 and 14:00 the day before, and all of the day's supply is subject to bidding.

[0069] On the other hand, the wholesale electricity market (mostly spot market transactions) mostly involves bidding up to 10:00 the previous day (which is then made public). This also operates in 30-minute time slots, covering all of the day's supply. Both markets operate daily.

[0070] Another factor to consider is charging. While daily charging is acceptable, it can be inconvenient if the charger requires a connection rather than being contactless. Therefore, depending on how quickly the battery drains, daily charging may not be necessary. If usage is infrequent, charging once every two weeks might suffice.

[0071] Based on the above assumptions, we first estimate the minimum time when charging will be necessary (this is estimated using machine learning or Bayesian estimation based on past data and future work schedule data).

[0072] If daily charging isn't necessary, it creates flexibility in choosing when to charge. In other words, you can charge tomorrow, or the day after. In that case, the wholesale electricity market estimates the prices for tomorrow and the day after (and depending on the timing, the price for tomorrow might already be known).

[0073] Next, we predict the prices of each adjustment force (primary, secondary, and tertiary) in the supply and demand adjustment market (for example, tertiary adjustment force 2 is for feed-in tariff (FIT), so it is largely influenced by solar power).

[0074] From the above, we can calculate the daily profitability, allowing us to decide whether tomorrow or the day after is better for charging. Therefore, we can allocate our adjustment capacity at the most favorable price.

[0075] Furthermore, as illustrated in Figure 20, it is also possible to determine the probability of electric vehicles being present, identify time periods when at least one electric vehicle is present, and then calculate the adjustment capacity for those time periods, taking into account the adjustment capacity that each electric vehicle can contribute.

[0076] In the above embodiment, only one total power meter 30 was installed for the entire charger 14 for the factory 8 and the EV 10. Therefore, depending on the power usage of the factory 8, the adjustment power of the EV 10 may be absorbed by the adjustment power of the factory 8, making it difficult to control the adjustment power of the EV 10 effectively. In contrast, as shown in the second embodiment of the present invention in Figure 21, if a separate power meter 70 for the EV is provided, with a separate power line 18 from the power line 9 for the factory 8, it becomes possible to control the adjustment power of the EV 10 independently of the factory 8.

[0077] Furthermore, as shown in the third embodiment in Figure 22, by placing an EV power meter 70 as the measurement unit for each unit to be measured (EV10 in Figure 22, which has a similar application), it is possible to keep it separate from other systems.

[0078] Furthermore, as shown in the fourth embodiment in Figure 23, the EV power meters can be divided into 70 and 72, and a charger 14' can be provided that can be used freely.

[0079] Alternatively, you could place a power meter at the unit you don't want to measure and subtract it from the total.

[0080] Since charging is not freely available while adjustment capacity is being allocated, it is necessary to consider which charger to use. However, taking the purpose into consideration, for example as illustrated in Figure 24, a parking location equipped with a charger 14' that allows for free charging of the emergency vehicle 10F can be indicated by a display device 80, such as a mobile phone or traffic light.

[0081] Although the above embodiments described the present invention using the example of an electric vehicle, it can be applied similarly to any electric vehicle equipped with a rechargeable battery, such as electric bicycles and electric scooters. [Industrial applicability]

[0082] When collecting and contributing adjustment power from multiple electric vehicles, even when chargers with different charging / discharging capacities, or multiple electric vehicles with different battery capacities, battery levels, and charging / discharging capacities are present, or when the combination with the charger changes as the vehicle moves, the appropriate adjustment power can be contributed for each electric vehicle. [Explanation of Symbols]

[0083] 8...Factory 9, 18… Power lines 10…Electric vehicles (EVs) 10A...Company car 10B... Commuter train 10C…Private car 10D…Commercial vehicle 10E... Taxi 10F…Emergency Vehicles 11…Battery 12…EV Information Input Method 13...EV information storage means 14, 14A, 14B, 14'...Charger 16…Charger information input means 17...Charger information storage means 20...Battery State of Charge (SOC) Estimation Unit 20A…SOC estimation means 20B…SOC correction method 22...Indication value response unit 22A…Minimum value calculation means 22B...Method for selecting charging vehicles 24…Coordination and Contribution Department 24A...Means for collecting adjustment power 24B...Means of contributing adjustment power 30…Overall power meter 32… EV Server 34...Grid-based battery storage 36… Peak-cut battery storage 40…Resource Aggregator (RA) 50…Aggregation Coordinator (AC) 60…Transmission and distribution operator (TSO) 62, 62A, 62B…Power transmission and distribution system 70, 72…EV power meter 80…Display device 90...Learning Model

Claims

1. When charging the batteries of multiple electric vehicles, which act as distributed energy resources (DERs) in a virtual power plant (VPP), from a charger, or discharging them via said charger to contribute adjustment power, A method for contributing adjustment power to electric vehicles, characterized by estimating the timing and duration of sufficient charging completion for each electric vehicle based on time-series power consumption and time-series required charge amount, and then determining the most advantageous charging or discharging timing and bidding timing for each electric vehicle based on the consideration for the adjustment power provided in the transaction and the electricity rate for wholesale power, or the predicted electricity rate.

2. An electric vehicle adjustment power supply device for supplying adjustment power by charging the batteries of multiple electric vehicles, which act as distributed energy resources (DERs) in a virtual power plant (VPP), from a charger or discharging them via said charger, A method for estimating the timing and duration of sufficient charging completion for each electric vehicle based on time-series power consumption and time-series required charge amount, A means for determining the advantageous charging or discharging timing and bidding timing for each electric vehicle, based on the cost of the adjustment power provided for the transaction and the electricity rate for wholesale power, or the predicted electricity rate price, An electric vehicle adjustment power supply device characterized by being equipped with the following.

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