Charging / discharging management method and charging / discharging management device

Abstract

When establishing a first priority level indicating the extent to which priority is given to charging / discharging a battery mounted in an electric vehicle at a first charging / discharging site, a charging / discharging management method and a charging / discharging management device according to the present invention acquire battery information indicating charge status of the battery and acquire, from an electric power meter installed at the first charging / discharging site, first electric power information indicating a first electric power that is charged / discharged at the first charging / discharging site. A second charging / discharging site, to which the electric vehicle is predicted to arrive after departing the first charging / discharging site, is extracted from among a plurality of charging / discharging sites. Then, a charging / discharging map of the second charging / discharging site is acquired, and the first priority level is established on the basis of the battery information, the first electric power information, and the charging / discharging map of the second charging / discharging site.

Description

Charge and discharge management method and charge and discharge management device

[0001] The present invention relates to a charge / discharge management method and a charge / discharge management device.

[0002] Patent Document 1 relates to an invention related to a power management system that discharges at least one of the batteries that power electric vehicles connected to the factory equipment and the stationary storage batteries in the factory equipment during periods when the power consumption of the factory equipment is at its maximum, and supplements the power generated by this discharge with grid power, thereby preventing the power consumption of the grid power from exceeding a predetermined power level.

[0003] JP 2012-196028 A

[0004] According to the invention described in Patent Document 1, when there is a possibility that the power consumption of a load in a factory will exceed a predetermined power, power supplied from the battery of the electric vehicle and a stationary storage battery is supplemented to the grid power before the predetermined power is exceeded, and after a period during which the power consumption exceeds the predetermined power has passed, the battery and the stationary storage battery are charged. This allows power management to be achieved for each facility where charging and discharging spots are installed, such as a factory. However, there is a problem in that it is not possible to achieve power management throughout the entire movement of an electric vehicle that travels via multiple charging and discharging spots and that takes into account the characteristics of each charging and discharging spot.

[0005] The present invention has been made in view of the above-mentioned problems, and an object of the present invention is to provide a charge / discharge management method and a charge / discharge management device that are capable of realizing power management throughout the entire movement of an electric vehicle that travels via multiple charge / discharge spots, taking into account the characteristics of each charge / discharge spot.

[0006] According to one aspect of the present invention, a charge / discharge management method and a charge / discharge management device set a first priority indicating a degree to which charging / discharging of a battery mounted on an electric vehicle is prioritized at a first charge / discharge spot by acquiring battery information indicating a charge state of the battery and acquiring first power information indicating a first power being charged / discharged at the first charge / discharge spot from a power meter installed at the first charge / discharge spot. A second charge / discharge spot where the electric vehicle is predicted to arrive after departing the first charge / discharge spot is extracted from among a plurality of charge / discharge spots. A charge / discharge map for the second charge / discharge spot is then acquired, and the first priority is set based on the battery information, the first power information, and the charge / discharge map for the second charge / discharge spot.

[0007] According to the present invention, it is possible to realize power management throughout the entire movement of an electric vehicle that travels via multiple charging and discharging spots, taking into account the characteristics of each charging and discharging spot.

[0008] Fig. 1 is a schematic diagram showing the configuration of a power system according to an embodiment of the present invention. Fig. 2 is a block diagram showing the configuration of a charge / discharge management device included in the power system according to an embodiment of the present invention. Fig. 3 is a flowchart showing the process of charge / discharge control in the power system according to an embodiment of the present invention.

[0009] Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the description of the drawings, the same parts are designated by the same reference numerals and the description thereof will be omitted.

[0010] [Configuration of Power System] An example configuration of a power system according to this embodiment will be described with reference to Fig. 1 . Fig. 1 shows a vehicle VC (electrically powered vehicle) that departs from a starting point ST and travels along a travel route TR toward a destination GL. As will be described later, the vehicle VC includes a power module 50 and a charge / discharge management device 10. For example, the power module 50 is a battery (on-board rechargeable battery). The power module 50 and the charge / discharge management device 10 are not limited to those mounted on a vehicle, but may also be mounted on other moving objects (aircraft, drones, etc.).

[0011] The travel route TR may be set or estimated based on, for example, the travel history (travel history) of the vehicle VC or a travel plan (travel plan) of the vehicle VC. On the travel route TR, charge / discharge spots SP1, SP2, ..., SPn that the vehicle VC may pass through are shown.

[0012] Each of the charging / discharging spots SP1, SP2, ..., SPn (two or more charging / discharging spots) includes, for example, a power supply device 21 that charges and discharges power via charging / discharging stands CG1, CG2, and CG3, and a communication device 23 that communicates with the charging / discharging management device 10. Power modules 50 mounted on vehicles V1, V2, and V3 charge and discharge power between them and the power supply device 21 via charging / discharging stands CG1, CG2, and CG3, respectively. The power supply device 21, the communication device 23, the charging / discharging stands CG1, CG2, and CG3, and the vehicles V1, V2, and V3 constitute a power system.

[0013] 1 , the number of charging / discharging stations connected to the power supply device 21 may be one or two or more. Also, the number of vehicles that charge / discharge power between the power supply device 21 and the power supply device 21 may be one or two or more. In addition, the number of power systems may be two or more.

[0014] The vehicle VC charges and discharges electricity at one or more charging and discharging spots selected from charging and discharging spots SP1, SP2, ..., SPn along the travel route TR from the starting point ST to the destination GL. In Fig. 1, the vehicle receiving the supply of electricity from the power supply device 21 via the charging and discharging stand may be the vehicle VC that has arrived at the charging and discharging spot.

[0015] Here, the question arises as to the criteria for extracting charging / discharging spots where the vehicle VC charges / discharges power from among the charging / discharging spots SP1, SP2, ..., SPn. For example, the cost associated with charging / discharging the vehicle VC along the travel route TR may increase or decrease depending on various factors associated with the charging / discharging spots. Examples of various factors associated with the charging / discharging spots include the length of time the vehicle VC stays at the charging / discharging spot when charging / discharging power, the amount of power charged / discharged, the time of day when the power is charged / discharged, and the attributes of the charging / discharging spot (commercial facility, home, office, etc.).

[0016] Therefore, when independent power management is implemented for each facility where a charging / discharging spot is installed, a problem occurs in that effective power management throughout the entire movement of the vehicle VC may not necessarily be achieved depending on the selection of the charging / discharging spot where the vehicle VC charges and discharges power. To achieve effective power management throughout the entire movement of the vehicle VC, the vehicle VC needs to select the charging / discharging spot where the vehicle VC charges and discharges power. As will be described later, these problems are solved by the charging / discharging management device 10 that controls the power module 50.

[0017] For the sake of explanation, in the following, among the charging / discharging spots SP1, SP2, ..., SPn, the charging / discharging spot where the vehicle VC is charging / discharging power will be referred to as the "first charging / discharging spot," and the charging / discharging spot where the vehicle VC is predicted to arrive after departing from the first charging / discharging spot will be referred to as the "second charging / discharging spot."

[0018] [Configuration of Charge / Discharge Management Device] Fig. 2 is a block diagram showing the configuration of a charge / discharge management device included in the power system according to this embodiment. As shown in Fig. 2, the charge / discharge management device 10 includes a communication device 15 and a controller 100. The controller 100 is also connected to a power module 50 (battery). The controller 100 manages the charging and discharging of the power module 50 mounted on the vehicle VC.

[0019] The communication device 15 communicates with a transmitter (communication device 23 in FIG. 1 ) included in the power system. In particular, the communication device 15 receives first power information indicating a first power being charged or discharged by the power supply device 21 from a power meter (smart meter) included in the power supply device 21.

[0020] For example, the communication device 15 may receive a signal transmitted from a transmitter by radio waves such as long waves or ultra-high frequency waves, or may receive a signal transmitted from a transmitter by infrared rays. Alternatively, the communication device 15 may receive a signal transmitted from a transmitter by using a mobile communication function such as 4G / LTE or 5G.

[0021] The controller 100 is a general-purpose microcomputer equipped with a CPU (Central Processing Unit), memory, and input / output units. A computer program for functioning as a charge / discharge management device is installed in the controller 100. By executing the computer program, the controller 100 functions as multiple information processing circuits (110, 120, 130, 140, 150, 160) provided in the charge / discharge management device. The computer program may be stored on a computer-readable / writable recording medium.

[0022] In this embodiment, an example is shown in which multiple information processing circuits (110, 120, 130, 140, 150, 160) are realized by software. However, it is also possible to configure the information processing circuits (110, 120, 130, 140, 150, 160) by preparing dedicated hardware for executing each of the information processes described below. Furthermore, the multiple information processing circuits (110, 120, 130, 140, 150, 160) may be configured by individual hardware.

[0023] Furthermore, when the charge / discharge management device 10 is mounted on a vehicle VC, the information processing circuits (110, 120, 130, 140, 150, 160) may also serve as a navigation device for the vehicle VC or a control unit used to control the vehicle.

[0024] As shown in FIG. 2, the controller 100 includes a battery information acquisition unit 110, a power information acquisition unit 120, a charge / discharge spot extraction unit 130, a charge / discharge map acquisition unit 140, a priority setting unit 150, and a charge / discharge power setting unit 160 as multiple information processing circuits (110, 120, 130, 140, 150, 160).

[0025] The battery information acquisition unit 110 acquires battery information indicating the state of charge of the power module 50 (battery). The state of charge of the power module 50 (battery) is, for example, the state of charge (SOC) of the battery. The battery information acquisition unit 110 may transmit the acquired battery information via the communication device 15 to a controller or the like that controls the first charge / discharge spot.

[0026] The power information acquiring unit 120 acquires first power information indicating the first power being charged or discharged at the first charging / discharging spot from a power meter (smart meter) installed at the first charging / discharging spot. For example, the power information acquiring unit 120 acquires the first power information indicating the first power being charged or discharged by the power supply device 21 from the power meter (smart meter) included in the power supply device 21 via the communication device 15.

[0027] The charge / discharge spot extraction unit 130 extracts a second charge / discharge spot where the vehicle VC is predicted to arrive after departing from the first charge / discharge spot from among a plurality of charge / discharge spots (charge / discharge spots SP1, SP2, ..., SPn).

[0028] For example, the charge / discharge spot extraction unit 130 may extract the second charge / discharge spot from a plurality of charge / discharge spots that exist within a range that the vehicle VC can reach from the first charge / discharge spot. The charge / discharge spot extraction unit 130 may also extract the second charge / discharge spot based on the driving history of the vehicle VC or a driving plan of the vehicle VC. Here, the charge / discharge spot extraction unit 130 may acquire the driving history of the vehicle VC or the driving plan of the vehicle VC from a navigation device of the vehicle VC or a database (not shown).

[0029] The charge / discharge map acquisition unit 140 acquires the charge / discharge map of the second charge / discharge spot. Here, the charge / discharge map of the second charge / discharge spot indicates the relationship among at least second power information indicating second power when the second charge / discharge spot was previously charged / discharged, battery power information indicating battery power related to charging / discharging of the power module 50 at the second charge / discharge spot among the second power, and a second priority indicating the degree to which charging / discharging of the power module 50 at the second charge / discharge spot is prioritized. Note that the battery power information may be acquired by a wattmeter provided in the power module 50 when the power module 50 charges / discharges between the power module 50 and the second charge / discharge spot.

[0030] The charge / discharge management device 10 may acquire a charge / discharge map of the second charge / discharge spot output from a charge / discharge management device 10 mounted on another vehicle other than the vehicle VC. More specifically, the charge / discharge map of the second charge / discharge spot output from the charge / discharge management device 10 mounted on the other vehicle may be stored in an external server or the like, and the charge / discharge management device 10 may acquire the charge / discharge map from the external server or the like. Alternatively, the charge / discharge management device 10 may acquire the charge / discharge map through communication between vehicles.

[0031] The charge / discharge map may include information on the electricity rates for each time period at the charge / discharge spot.

[0032] Alternatively, the charge / discharge map acquisition unit 140 may generate a charge / discharge map of the first charge / discharge spot. The charge / discharge map of the first charge / discharge spot may indicate the relationship between at least the first power information, battery power information indicating the battery power related to charging / discharging of the power module 50 at the first charge / discharge spot among the first power, and the first priority. Note that the battery power information may be obtained by a wattmeter provided in the power module 50 when the power module 50 charges / discharges between the power module 50 and the first charge / discharge spot.

[0033] For example, the charge / discharge map acquisition unit 140 may set a combination of the first power information, the battery power information, and the first priority that are actually acquired as the charge / discharge map for the first charge / discharge spot. The first priority is set by the priority setting unit 150, which will be described later.

[0034] The charge / discharge map acquisition unit 140 may also use a combination of the corrected first power information, the corrected target charge / discharge power, and the corrected first priority as the charge / discharge map for the first charge / discharge spot. The corrected first power information, the corrected target charge / discharge power, and the corrected first priority will be described later.

[0035] The priority setting unit 150 sets the first priority based on the battery information, the first power information, and the charge / discharge map of the second charge / discharge spot.

[0036] For example, the priority setting unit 150 calculates a first cost, which is the sum of the costs of charging and discharging at the first charge / discharge spot and the second charge / discharge spot, when charging and discharging the power module 50 at the first charge / discharge spot. Note that the priority setting unit 150 may also generate a completion condition for charging and discharging at the first charge / discharge spot.

[0037] Furthermore, the priority setting unit 150 calculates a second cost, which is the sum of the costs of charging and discharging at the first and second charging and discharging spots, when charging and discharging of the power module 50 is not performed at the first charging and discharging spot.

[0038] The priority setting unit 150 calculates the first cost and the second cost based on the battery information, the first power information, and the charge / discharge map of the second charge / discharge spot.

[0039] The priority setting unit 150 may then calculate a differential cost obtained by subtracting the first cost from the second cost, and set the first priority based on the differential cost. For example, the priority setting unit 150 may set the first priority higher when the differential cost is large than when the differential cost is small.

[0040] The priority setting unit 150 may calculate the first cost and the second cost based on at least one of a first stay time from the arrival of the vehicle VC at the first charge / discharge spot to the departure of the vehicle VC, and a second stay time from the arrival of the vehicle VC at the second charge / discharge spot to the departure of the vehicle VC. The priority setting unit 150 may calculate the first cost and the second cost based on at least one of a first charging time from the start of charging / discharging at the first charge / discharge spot to the end of charging / discharging, and a second charging time from the start of charging / discharging at the second charge / discharge spot to the end of charging / discharging.

[0041] Furthermore, the priority setting unit 150 may calculate the first cost and the second cost based on at least one of the first power and the second power. Here, the "first power" refers to the power being charged or discharged by the power module 50 at the first charge / discharge spot. The "second power" refers to the power predicted to be charged or discharged by the power module 50 at the second charge / discharge spot. The predicted "second power" can be calculated by predicting battery information indicating the charge state of the power module 50 when the vehicle VC arrives at the second charge / discharge spot.

[0042] Furthermore, the priority setting unit 150 may calculate the first cost and the second cost based on at least one of a first time period during which charging and discharging of the power module 50 is performed at the first charging and discharging spot and a second time period during which charging and discharging of the power module 50 is performed at the second charging and discharging spot.

[0043] The priority setting unit 150 may set a modified first priority different from the first priority. The modified first priority is a value set for generating a charge / discharge map of the first charge / discharge spot, and is used for examining the characteristics of the first charge / discharge spot.

[0044] For example, the priority setting unit 150 may set a modified first priority selected from a predetermined range of values. The priority setting unit 150 may set, as the modified first priority, a value that is greater than the first priority by a predetermined value and a value that is smaller than the first priority by a predetermined value, based on the set first priority.

[0045] The charge / discharge power setting unit 160 sets the target charge / discharge power based on the first priority, and controls the charging / discharging of the power module 50 so that the battery power related to the charging / discharging of the power module 50 in the first charge / discharge spot becomes the target charge / discharge power.

[0046] Furthermore, charge / discharge power setting unit 160 may set the corrected target charge / discharge power based on the corrected first priority. Furthermore, charge / discharge power setting unit 160 may acquire, as corrected first power information, first power information obtained when charging / discharging of power module 50 in the first charge / discharge spot is controlled so that the battery power related to charging / discharging of power module 50 becomes the corrected target charge / discharge power. A combination of the corrected first power information, the corrected target charge / discharge power, and the corrected first priority may be set by charge / discharge map acquisition unit 140 as a charge / discharge map for the first charge / discharge spot.

[0047] [Processing Procedure of Charge / Discharge Management Device] Next, a processing procedure of the charge / discharge management device in the power system according to this embodiment will be described with reference to the flowchart of FIG.

[0048] The process shown in the flowchart of Fig. 3 is started when setting a first priority indicating the degree to which charging and discharging of power module 50 is prioritized in a first charging and discharging spot among multiple charging and discharging spots. In particular, the process shown in the flowchart of Fig. 3 may be performed for each first charging and discharging spot at which vehicle VC arrives, and may be started when a signal is received indicating that the power supply of vehicle VC has been turned off and a signal is received indicating that the charging and discharging cable connecting power supply device 21 constituting the first charging and discharging spot to vehicle VC has been connected.

[0049] Alternatively, the process shown in the flowchart of FIG. 3 may be repeatedly executed while the vehicle VC is charging or discharging at the first charge / discharge spot.

[0050] In step S101 , the communication device 15 starts to establish a connection with the power meter installed in the power supply device 21 .

[0051] In step S103, the controller 100 determines whether a connection with the power meter has been established. If it is determined that a connection with the power meter has been established (YES in step S103), the process proceeds to step S105. On the other hand, if it is determined that a connection with the power meter has not been established (NO in step S103), the process proceeds to step S125, where the controller 100 performs charge / discharge control without relying on the power meter.

[0052] In step S105, the controller 100 identifies the power meter to which the connection has been established, thereby enabling the controller 100 to identify the first charge / discharge spot to which the vehicle VC is connected.

[0053] In step S107, the battery information acquisition unit 110 acquires battery information indicating the charge state of the power module 50 (battery).

[0054] In step S109, the power information acquiring unit 120 acquires first power information indicating a first power being charged or discharged at the first charge / discharge spot from a power meter installed at the first charge / discharge spot.

[0055] In step S111, the charge / discharge spot extraction unit 130 extracts a second charge / discharge spot where the vehicle VC is predicted to arrive after departing from the first charge / discharge spot.

[0056] In step S113, the charge / discharge map acquisition unit 140 acquires a charge / discharge map of the second charge / discharge spot.

[0057] In step S115, the priority setting unit 150 sets a first priority based on the battery information, the first power information, and the charge / discharge map of the second charge / discharge spot.

[0058] In step S115, the priority setting unit 150 may set a modified first priority used to generate a charge / discharge map for the first charge / discharge spot, instead of the first priority. For example, the priority setting unit 150 may operate so that the number of times step S115 is executed, in which the modified first priority is set, is a predetermined percentage of the number of times step S115 is repeatedly executed until charging / discharging is completed.

[0059] In step S117, charge / discharge power setting unit 160 sets the target charge / discharge power based on the first priority. Then, in step S119, charge / discharge power setting unit 160 controls the charging / discharging of power module 50 so that the battery power related to the charging / discharging of power module 50 in the first charge / discharge spot becomes the target charge / discharge power.

[0060] In step S121, charge / discharge power setting unit 160 generates and updates a charge / discharge map for the first charge / discharge spot.

[0061] In step S123, the controller 100 determines whether the condition for completing the charge / discharge in the first charge / discharge spot is satisfied. If it is determined that the condition for completing the charge / discharge is not satisfied (NO in step S123), the controller 100 returns to step S107.

[0062] On the other hand, if it is determined that the condition for completing charging / discharging is satisfied (YES in step S123), the process shown in the flowchart of FIG. 3 ends.

[0063] After that, the vehicle VC starts moving to the second charge / discharge spot. When the vehicle VC arrives at the second charge / discharge spot, the second charge / discharge spot becomes the new first charge / discharge spot, and the flowchart of FIG. 3 starts again.

[0064] [Advantages of the embodiment] As described above in detail, the charge / discharge management method and charge / discharge management device according to the present embodiment manage the charge / discharge of a battery mounted on an electric vehicle. Therefore, when setting a first priority indicating the degree to which battery charging / discharging is prioritized at a first charge / discharge spot among a plurality of charge / discharge spots, battery information indicating the state of charge of the battery is obtained, first power information indicating a first power being charged / discharged at the first charge / discharge spot is obtained from a power meter installed at the first charge / discharge spot, and a second charge / discharge spot at which the electric vehicle is predicted to arrive after departing the first charge / discharge spot is extracted from the plurality of charge / discharge spots.

[0065] Then, a charge / discharge map of the second charge / discharge spot is obtained, which shows the relationship between at least second power information indicating the second power when the second charge / discharge spot was previously charged / discharged, battery power information indicating the battery power related to charging / discharging of the battery at the second charge / discharge spot among the second power, and a second priority indicating the degree to which charging / discharging of the battery is prioritized at the second charge / discharge spot.

[0066] Furthermore, a first priority is set based on the battery information, the first power information, and the charge / discharge map of the second charge / discharge spot, a target charge / discharge power is set based on the first priority, and the charging / discharging of the battery at the first charge / discharge spot is controlled so that the battery power related to the charging / discharging of the battery becomes the target charge / discharge power.

[0067] This makes it possible to realize power management throughout the entire journey of an electric vehicle that travels through multiple charging and discharging spots, taking into account the characteristics of each charging and discharging spot.

[0068] In particular, it is possible to reduce costs associated with charging and discharging throughout the entire journey of an electric vehicle. Furthermore, it is possible to calculate a charging and discharging plan for an electric vehicle that takes into account the power supply and demand for each charging and discharging spot, thereby preventing the power supply and demand at the charging and discharging spot from becoming too tight. As a result, it leads to improved convenience for users.

[0069] Furthermore, the charge / discharge management method and charge / discharge management device according to this embodiment may extract the second charge / discharge spot based on the driving record of the electric vehicle or the driving plan of the electric vehicle. This makes it possible to calculate a charge / discharge plan for the electric vehicle that matches the driving schedule of the electric vehicle. This makes it possible to achieve more effective power management throughout the entire movement of the electric vehicle.

[0070] Furthermore, the charge / discharge management method and charge / discharge management device of this embodiment may calculate a first cost, which is the sum of the costs of charging and discharging at the first charge / discharge spot and the second charge / discharge spot when charging and discharging the battery at the first charge / discharge spot, based on battery information, first power information, and a charge / discharge map of the second charge / discharge spot; calculate a second cost, which is the sum of the costs of charging and discharging at the first charge / discharge spot and the second charge / discharge spot when charging and discharging the battery at the first charge / discharge spot is not performed; calculate a differential cost obtained by subtracting the first cost from the second cost; and set a first priority based on the differential cost.

[0071] This makes it possible to calculate the cost of charging and discharging based on the power supply and demand for each charging and discharging spot, and to calculate a charging and discharging plan for an electric vehicle that takes charging and discharging costs into account, thereby achieving more effective power management throughout the entire movement of the electric vehicle.

[0072] The charge and discharge management method and the charge and discharge management device according to the present embodiment may calculate the first cost and the second cost based on at least one of a first stay time from the arrival of the electric vehicle at the first charge and discharge spot to the departure of the electric vehicle and a second stay time from the arrival of the electric vehicle at the second charge and discharge spot to the departure of the electric vehicle. This makes it possible to calculate a charge and discharge plan for the electric vehicle that matches the driving schedule of the electric vehicle.

[0073] Furthermore, the charge / discharge management method and charge / discharge management device according to the present embodiment may calculate the first cost and the second cost based on at least one of the first power and the second power. This makes it possible to calculate a charge / discharge plan for the electric vehicle according to the state of charge (SOC) of the battery, which may vary depending on the planned driving of the electric vehicle. In particular, it is possible to suppress charging under conditions that increase charging costs, while promoting charging under conditions that decrease charging costs.

[0074] The charging cost varies depending on the duration of stay at a charging / discharging spot when the vehicle VC charges or discharges power, the amount of power charged or discharged, the time of day when the charging / discharging is performed, the attributes of the charging / discharging spot (commercial facility, home, office, etc.), etc. A charging / discharging plan for the electric vehicle can be calculated taking into account such factors that cause fluctuations in the charging cost.

[0075] Furthermore, the charge / discharge management method and charge / discharge management device according to the present embodiment may calculate the first cost and the second cost based on at least one of a first time slot in which the battery is charged / discharged at the first charge / discharge spot and a second time slot in which the battery is charged / discharged at the second charge / discharge spot. This makes it possible to calculate a charge / discharge plan for the electric vehicle that matches the driving schedule of the electric vehicle.

[0076] Furthermore, the charge / discharge management method and charge / discharge management device according to this embodiment may set a higher first priority when the differential cost is large than the first priority when the differential cost is small. This reduces the costs associated with charging and discharging throughout the entire journey of the electric vehicle. Furthermore, it is possible to calculate a charge / discharge plan for the electric vehicle that takes into account the power supply and demand for each charge / discharge spot, thereby preventing the power supply and demand at the charge / discharge spot from becoming tight. This results in improved convenience for users.

[0077] Furthermore, the charge / discharge management method and charge / discharge management device according to this embodiment may generate a charge / discharge map for the first charge / discharge spot indicating a relationship between at least the first power information, the battery power information indicating the battery power related to charging / discharging of the battery at the first charge / discharge spot, and the first priority. This allows the battery charge / discharge record at the first charge / discharge spot to be recorded as the charge / discharge map. Furthermore, the recorded charge / discharge map can be used when there is a possibility that the vehicle and another vehicle will charge / discharge at the same charge / discharge spot again.

[0078] Furthermore, the charge / discharge management method and charge / discharge management device according to this embodiment may set a modified first priority different from the first priority, set a modified target charge / discharge power based on the modified first priority, acquire first power information obtained when controlling the charging / discharging of the battery in the first charge / discharge spot so that the battery power related to the charging / discharging of the battery becomes the modified target charge / discharge power, and generate a charge / discharge map for the first charge / discharge spot based on the modified first priority, the modified target charge / discharge power, and the modified first power information. This allows the characteristics of the first charge / discharge spot to be more precisely reflected in the charge / discharge map. As a result, the charge / discharge plan for the electric vehicle can be calculated more accurately.

[0079] Each of the functions described in the above embodiments may be implemented by one or more processing circuits, including programmed processors, electrical circuits, and even devices such as application specific integrated circuits (ASICs), or circuit components arranged to perform the described functions.

[0080] Although the present invention has been described above based on the embodiments, it will be apparent to those skilled in the art that the present invention is not limited to these descriptions and that various modifications and improvements are possible. The descriptions and drawings that form part of this disclosure should not be understood as limiting the present invention. Various alternative embodiments, examples, and operating techniques will become apparent to those skilled in the art from this disclosure.

[0081] The present invention naturally includes various embodiments not described herein. Therefore, the technical scope of the present invention is defined only by the invention-specifying matters according to the scope of the claims that are appropriate from the above description.

[0082] REFERENCE SIGNS LIST 10 Charging / discharging management device 15 Communication device 21 Power supply device 23 Communication device 50 Power module 100 Controller 110 Battery information acquisition unit 120 Power information acquisition unit 130 Charging / discharging spot extraction unit 140 Charging / discharging map acquisition unit 150 Priority setting unit 160 Charging / discharging power setting unit

Claims

1. A charging and discharging management method for a controller that manages charging and discharging of a battery mounted on an electric vehicle, comprising: When the controller sets a first priority indicating the degree of priority of charging and discharging of the battery at a first charging and discharging spot among a plurality of charging and discharging spots, acquiring battery information indicating the state of charge of the battery; acquiring first power information indicating first power being charged and discharged at the first charging and discharging spot from a power meter installed at the first charging and discharging spot; extracting, from among the plurality of charging and discharging spots, a second charging and discharging spot that is predicted to be reached by the electric vehicle after the electric vehicle departs from the first charging and discharging spot; at least acquiring a charging and discharging map of the second charging and discharging spot indicating the relationship among second power information indicating second power when charging and discharging was performed at the second charging and discharging spot in the past, battery power information indicating battery power related to charging and discharging of the battery at the second charging and discharging spot among the second power, and a second priority indicating the degree of priority of charging and discharging of the battery at the second charging and discharging spot; based on the battery information, the first power information, and the charging and discharging map of the second charging and discharging spot, setting the first priority; setting a target charging and discharging power based on the first priority; controlling charging and discharging of the battery such that battery power related to charging and discharging of the battery at the first charging and discharging spot becomes the target charging and discharging power A charging and discharging management method characterized by the above.

2. The controller extracts the second charging and discharging spot based on driving performance of the electric vehicle or a driving plan of the electric vehicle. The charging and discharging management method according to claim 1, characterized by the above.

3. Based on the battery information, the first power information, and the charging and discharging map of the second charging and discharging spot, the controller calculates a first cost that is the total cost of charging and discharging at the first charging and discharging spot and the second charging and discharging spot when charging and discharging of the battery is performed at the first charging and discharging spot; calculates a second cost that is the total cost of charging and discharging at the first charging and discharging spot and the second charging and discharging spot when charging and discharging of the battery is not performed at the first charging and discharging spot; calculates a differential cost obtained by subtracting the first cost from the second cost. ​ ​ ​ ​ ​ Setting the first priority based on the differential cost The charge and discharge management method according to claim 1, characterized in that

4. The controller The first stay time from when the electric vehicle arrives at the first charge and discharge spot until it departs, The second stay time from when the electric vehicle arrives at the second charge and discharge spot until it departs, Calculating the first cost and the second cost based on at least any one of them The charge and discharge management method according to claim 3, characterized in that

5. The controller The first power, the second power, Calculating the first cost and the second cost based on at least any one of them The charge and discharge management method according to claim 3, characterized in that

6. The controller The first time period for charging and discharging the battery at the first charge and discharge spot, The second time period for charging and discharging the battery at the second charge and discharge spot, Calculating the first cost and the second cost based on at least any one of them The charge and discharge management method according to claim 3, characterized in that

7. The controller Setting the first priority set when the differential cost is large higher than the first priority set when the differential cost is small The charge and discharge management method according to claim 3, characterized in that

8. The controller At least The first power information, Among the first power, the battery power information indicating the battery power related to the charging and discharging of the battery at the first charge and discharge spot, The first priority, Generating a charge and discharge map of the first charge and discharge spot showing the relationship between them The charge and discharge management method according to any one of claims 1 to 7, characterized in that

9. The controller Setting a modified first priority different from the first priority, Setting a modified target charge and discharge power based on the modified first priority, Obtaining, as modified first power information, the first power information when controlling the charging and discharging of the battery so that the battery power related to the charging and discharging of the battery at the first charge and discharge spot becomes the modified target charge and discharge power, Generating a charge and discharge map of the first charge and discharge spot based on the modified first priority, the modified target charge and discharge power, and the modified first power information The charge and discharge management method according to claim 8, characterized in that

10. A charge and discharge management device comprising a controller for managing the charge and discharge of a battery mounted on an electric vehicle, when the controller sets a first priority indicating the degree of priority of the charge and discharge of the battery at a first charge and discharge spot among a plurality of charge and discharge spots, acquires battery information indicating the state of charge of the battery, acquires first power information indicating first power being charged and discharged at the first charge and discharge spot from a wattmeter installed at the first charge and discharge spot, extracts a second charge and discharge spot predicted to be reached by the electric vehicle after the electric vehicle departs from the first charge and discharge spot from among the plurality of charge and discharge spots, at least, acquires a charge and discharge map of the second charge and discharge spot indicating the relationship between, second power information indicating second power when the second charge and discharge spot was charged and discharged in the past, battery power information indicating battery power related to the charge and discharge of the battery at the second charge and discharge spot among the second power, and a second priority indicating the degree of priority of the charge and discharge of the battery at the second charge and discharge spot, the controller, sets the first priority based on the battery information, the first power information, and the charge and discharge map of the second charge and discharge spot, sets a target charge and discharge power based on the first priority, controls the charge and discharge of the battery so that the battery power related to the charge and discharge of the battery at the first charge and discharge spot becomes the target charge and discharge power A charge and discharge management device characterized by the above.