Method and device for contribution of regulatory power of electric vehicle

Abstract

The present invention is a technology for contribution of regulatory power of an electric vehicle for charging batteries 11 of a plurality of electric vehicles 10 as a distributed energy resource DER for a virtual power plant VPP, from a charger 14, or for contributing the regulatory power. In accordance with a difference in output of the charger 14 and the charging or discharging capacity of the electric vehicles 10, a regulatory power that can be contributed from each electric vehicle 10 is determined and managed for each electric vehicle 10. At this time, a regulatory power can be assigned to each electric vehicle 10 in accordance with the difference in the output of the charger 14, the remaining battery capacity of the electric vehicle 10, and the charging or discharging capacity of the electric vehicle 10. Consequently, provided are a regulatory power contribution technology and a charging timing and bidding timing determination technology that are suitable for a case where chargers with different outputs and a plurality of electric vehicles having different battery capacities, remaining battery capacities, and charging / discharging capacities are present in a mixed manner.

Description

Electric vehicle adjustment power contribution method and device

[0001] The present invention relates to a method and device for providing control reserve for an electric vehicle, and more particularly to a method and device for providing control reserve for an electric vehicle that is suitable for use when collecting and providing control reserve from a number of electric vehicles.

[0002] With the recent liberalization of the electric power industry, conventional energy supply systems that rely on large-scale power plants (centralized power sources) are being reconsidered, and efforts are underway to build mechanisms that utilize energy resources on the consumer side in the power system. Although each of the distributed energy resources owned by factories and homes is small, they are being bundled (aggregated) and remotely and centrally controlled to be used to adjust the balance of power supply and demand. This mechanism is called a Virtual Power Plant (VPP) because it functions as if it were a single power plant.

[0003] In this VPP, the owner or a third party of customer-side energy resources, power generation facilities directly connected to the power grid, and storage facilities controls the distributed energy resources (DER) (including reverse power flow, in which excess electricity from customer-side energy resources (DSR) is returned to the power company line) to provide functionality equivalent to that of a single power plant.

[0004] This VPP is expected to perform functions such as load leveling, absorbing excess supply of renewable energy, and supplying electricity during times of power shortages. As shown in Figure 1, it is mainly made up 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 spot and baseload markets, where electricity actually generated is traded in terms of the amount of power (kWh); a capacity market that provides the capacity (supply power) (kW) that can be generated in order to provide incentives for owning power generation facilities within market principles and secure the necessary power source; and a supply and demand adjustment market that trades in adjustment power (ΔkW), which is the ability to adjust supply and demand in a short period of time.

[0005] Traditionally, supply and demand adjustment has been carried out using relatively large amounts of electricity, such as pumped-storage power generation and storage batteries installed in factory buildings, but in recent years, as electric vehicles have become more popular, there is also a desire for electric vehicles to contribute to the adjustment capacity.

[0006] Regarding the management of the adjustment power of electric vehicles, Patent Document 1 proposes a technology that relatively simulates the time distribution of the operational state of electric vehicles, which are distributed resources, and estimates the adjustment power that the distributed resource can supply based on the time distribution of the simulated operational state of the distributed resource.

[0007] Japanese Patent Application Laid-Open No. 2021-36752

[0008] However, when there are a mixture of chargers with different outputs, and electric vehicles with different battery capacities, remaining battery states (SOCs), and charging / discharging capabilities, no technology has been proposed for providing appropriate adjustment power for each electric vehicle, or for determining appropriate charging and bidding timings for each electric vehicle when adjustment power is provided from an electric vehicle.

[0009] The present invention has been made to solve the above-mentioned problems of the conventional technology, and its first objective is to make it possible to provide appropriate adjustment power to each electric vehicle, even when chargers with different outputs and electric vehicles with different battery capacities, remaining battery levels, and charge / discharge capabilities are mixed.

[0010] A second object of the present invention is to enable determination of appropriate charging timing and bidding timing for each electric vehicle when the electric vehicle contributes adjustment power.

[0011] The present invention solves the first problem by providing an electric vehicle regulation power contribution method for charging batteries of multiple electric vehicles serving as distributed energy resources DER in a virtual power plant VPP from chargers or contributing regulation power, characterized in that the regulation power that can be contributed from each electric vehicle is determined according to differences in the output of the chargers and the charging or discharging capacity of the electric vehicles, and the method manages this for each electric vehicle.

[0012] Here, the adjustment power can be allocated to each electric vehicle according to the difference in the output of the charger, the remaining battery capacity of the electric vehicle, and the charging or discharging capacity of the electric vehicle.

[0013] Furthermore, the charging or discharging capacity of the electric vehicle can be set for each electric vehicle and corrected for each electric vehicle through actual charging or discharging.

[0014] Furthermore, the remaining battery capacity can be estimated from the battery usage amount for each electric vehicle.

[0015] Furthermore, the battery usage amount can be estimated from the daily driving range and the usage time or usage time of each electric vehicle.

[0016] Furthermore, when the remaining battery capacity reaches the required charge amount sooner or later than expected, the estimation error of the remaining battery capacity can be corrected based on the charging time.

[0017] Furthermore, the location where the electric vehicle is used or where it is charged can be managed, and adjustment power can be provided from the power transmission and distribution system to which the electric vehicle belongs.

[0018] Furthermore, in order to prevent the battery from deteriorating and to avoid overcharging and overdischarging, a safety range can be managed, and the electric vehicle's adjustment power can be contributed within a range that does not violate the safety range.

[0019] Furthermore, the adjustment power for each electric vehicle can be managed by ID information or an ID tag set in advance for each electric vehicle, or by a vehicle compartment in which the use of each electric vehicle is restricted.

[0020] Furthermore, the adjustment capability can be set lower than the total adjustment capability of each electric vehicle.

[0021] Furthermore, the smaller of the output of the charger or the accepted charging capacity of the electric vehicle can be used to calculate the adjustment capability for each electric vehicle.

[0022] Furthermore, the adjustment capacity can be provided by combining electric vehicles with different uses.

[0023] Furthermore, when adjusting power is delivered in response to an adjustment command, if electric vehicles with different charging capacities are mixed, adjusting power can be allocated to electric vehicles with larger charging capacities within the range of the required adjusting power, and final adjustment can be made by charging using a charger that can control discharge or power amount.

[0024] In addition, the available time and priority can be determined based on the purpose of the electric vehicle, the state of deterioration of the battery, and the current or future remaining battery capacity, and the adjustment power can be allocated according to the priority.

[0025] Furthermore, when contributing the above-mentioned adjustment capability, chargers that only have an on / off charging function can simply be stopped, and chargers that can make detailed adjustments through discharge control or power amount control can respond to the indicated value.

[0026] In addition, the minimum value of the charger output or electric vehicle charging capacity can be found for each electric vehicle, a predetermined percentage of the minimum value for each electric vehicle can be obtained, and adjustment power can be collected so that a predetermined percentage of the total adjustment power of all electric vehicles exceeds the predetermined percentage of the minimum value.

[0027] The present invention also solves the first problem by providing an electric vehicle regulation power contribution device for charging batteries of multiple electric vehicles serving as distributed energy resources DER in a virtual power plant VPP from chargers or contributing regulation power, the electric vehicle regulation power contribution device comprising: means for determining the regulation power that can be contributed by each electric vehicle in accordance with differences in output of the chargers and the charging or discharging capacity of the electric vehicles; and means for managing the determined regulation power for each electric vehicle.

[0028] The present invention also solves the second problem by providing a method for contributing adjustment power to electric vehicles, characterized in that, when charging the batteries of multiple electric vehicles serving as distributed energy resources DER in a virtual power plant VPP or contributing adjustment power, the timing and time for necessary and sufficient charging for each electric vehicle are estimated from the time-series power consumption and the time-series required charging amount, and the charging timing and bidding timing for each electric vehicle are determined from the compensation in the supply and demand adjustment market and the electricity rate in the wholesale electricity market or the predicted electricity rate price.

[0029] The present invention also solves the second problem by providing an electric vehicle adjustment power contribution device for charging the batteries of multiple electric vehicles serving as distributed energy resources DER in a virtual power plant VPP or contributing adjustment power, the electric vehicle adjustment power contribution device comprising: means for estimating the necessary and sufficient charging timing and time for each electric vehicle from time-series power consumption and time-series required charging amount; and means for using the results of the estimation to determine the charging timing and bidding timing for each electric vehicle from the compensation in the supply and demand adjustment market and the electricity rate in the wholesale electricity market or a predicted electricity rate price.

[0030] According to the present invention, even when chargers with different outputs and electric vehicles with different battery capacities, remaining battery levels, and charging / discharging capabilities are mixed, it is possible to provide appropriate adjustment power to each electric vehicle.

[0031] Furthermore, when electric vehicles contribute their balancing power, it is possible to determine the appropriate charging timing and bidding timing for each electric vehicle, thereby enabling the most advantageous contribution of balancing power.

[0032] FIG. 1 is a diagram showing the configuration of a virtual power plant (VPP); FIG. 2 is a diagram showing the overall configuration of a first embodiment of the present invention; FIG. 3 is a block diagram showing a specific configuration example of a control device for each electric vehicle in the first embodiment; FIG. 4 is a flowchart showing the SOC estimation process for each electric vehicle; FIG. 5 is a flowchart showing the instruction value response process; FIG. 6 is a diagram showing an example of adjustment power calculation; FIG. 7 is a flowchart showing the adjustment power contribution process; FIG. 8 is a diagram showing examples of vehicles with different uses; FIG. 9 is a diagram showing an example of the allowable error of combined adjustment power; FIG. 10 is a diagram showing the adjustment power contribution range of a battery; FIG. 11 is a diagram showing an example of the coverage area of ​​a power transmission and distribution system; and FIG. 12 is a diagram showing examples of charging timing and bidding timing. FIG. 13 is a diagram showing the overall configuration of a second embodiment of the present invention.

[0033] Hereinafter, embodiments of the present invention will be described with reference to the drawings. Note that the present invention is not limited to the contents described in the following embodiments. Furthermore, the components 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 those that are within the so-called equivalent range. Furthermore, the components disclosed in the embodiments described below may be combined as appropriate, or may be selected and used as appropriate.

[0034] The overall configuration of the first embodiment of the present invention is shown in FIG. This embodiment includes an electric vehicle (EV) 10, its chargers 14, power lines 18 for supplying power to each charger 14, an overall wattmeter 30 for measuring the total power supplied from a TSO 60 (described later) to a factory 8 having a system storage battery and private power generation equipment and all the chargers 14 of the EVs 10, an EV server 32 for supplying EV adjustment power from the chargers 14, a resource aggregator (RA) 40 which is a business operator that directly concludes a VPP service contract with a consumer and controls resources to collect and distribute the EV adjustment power supplied from the EV server 32 and the adjustment power from a system storage battery 34 such as a pumped storage power generation plant and a peak shaving battery 36 in a factory building, an aggregation coordinator (AC) 50 which is a business operator that bundles the adjustment powers controlled by each RA 40 and directly trades power with a general electricity transmission and distribution company or a retail electricity company, and a transmission and distribution company (TSO) 51 (TSO), for example, an electric power company. The system is configured with a Transmission System Operator (TSO) 60, which supplies power for charging to the overall watt-hour meter 30 via a power transmission and distribution system 62.

[0035] The specific configuration of the control device for each EV in the above embodiment is shown in Figure 3. This control device includes EV information input means 12 for inputting EV information such as battery capacity, charge / discharge capability, cruising range, and usage time, EV information storage means 13 for storing the EV information input to the EV information input means 12, charger information input means 16 for inputting charger information such as charger output, charger information storage means 17 for storing the charger information input to the charger information input means 16, an SOC estimating unit 20 for estimating and correcting the SOC based on the EV information input from the EV information storage means 13, an instruction value responding unit 22 for selecting a charging vehicle 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 power providing unit 24 for collecting and providing adjustment power based on the output of the instruction value responding unit 22.

[0036] The EV information input means 12 can also acquire EV information from the EV 10 via communication.

[0037] The SOC estimation unit 20 includes an SOC estimation means 20A that estimates the current SOC and a future predicted SOC based on EV information such as the battery capacity, charge / discharge capacity, cruising range, and usage time of the EV 10 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 (e.g., the time required to fully charge the battery) input from the charger 14.

[0038] The SOC estimation process of the SOC estimating unit 20 is specifically performed as shown in FIG.

[0039] That is, first, in step S100, the daily driving range and usage time for each vehicle are input, then in step S110, the current SOC is estimated and the predicted SOC for each future time is calculated, and then in step S120, each vehicle is charged. At this time, individual vehicles can be identified by charging tags or designated vehicle compartments.

[0040] Next, the process proceeds to step S130, where it is determined whether the battery has reached full charge earlier or later than planned. If the determination result is positive, the process proceeds to step S140, where the SOC correcting means 20B corrects the current SOC to full charge.

[0041] After step S140 is completed or if the determination result in step S130 is negative, the estimated SOC is updated based on the charging time in step S150, and charging is completed.

[0042] As shown in FIG. 3 , the instruction value response unit 22 is configured to include a charger output / EV charging capacity minimum value calculation means 22A that receives EV information from the EV information input means 12 via EV information storage means 13 and charger information from the charger information input means 16 via charger information storage means 17, and calculates a charger output / EV charging capacity minimum value, and a charging vehicle selection means 22B that selects a charging vehicle based on the calculation result of the charger output / EV charging capacity minimum value calculation means 22A.

[0043] The instruction value response process of the instruction value response section 22 is specifically carried out as shown in FIG.

[0044] That is, first, in step S200, the charger output / EV charging capacity minimum value calculation means 22A calculates the minimum value of the charger output / EV charging capacity for each vehicle. This is because the regulation capacity is the capacity seen from the grid, and is therefore influenced by the smallest capacity (3 kW in FIG. 6 ) along the route of the power transmission / distribution grid 62 - the output of the charger 14 (6 kW in FIG. 6 ) - the charging acceptance capacity of the EV 10 (up to 3 kW in FIG. 6 ), as shown in FIG. 6 . For example, in the case of another EV 10 that can accept up to 6 kW of normal charging and up to 50 kW of rapid charging, the regulation capacity varies depending on the charger 14. For example, if the output of the charger 14 is 3 kW, the regulation capacity will be 3 kW. Furthermore, in the case of an EV 10 with a charging acceptance capacity of 3 kW, as shown in FIG. 6 , even if the output of the charger 14 is 6 kW, the regulation capacity is limited to 3 kW. Similarly, even if a rapid charger capable of outputting up to 50 kW is used, the regulation capacity is limited to 30 kW.

[0045] Next, in step S210, the instruction value from AC 50 is received, in step S220 the value allocated by RA 40 is input, and in step S230 the SOC estimated by SOC estimation unit 20 is checked to select a vehicle that can be charged (or generate electricity).

[0046] At this time, in step S240, the priority of each vehicle is determined, and the priority is lowered for vehicles with low SOC, vehicles with planned outings, and vehicles with deteriorated batteries with low State of Health (SOH).

[0047] Next, the system proceeds to step S250, where charging (or power generation) is started in order of the vehicle with the highest output and highest priority. At this time, if there is a charger that can control the charge amount other than a standard charger that can only be switched on and off, the standard charger will be temporarily stopped.

[0048] In step S260, charging (or generating) is performed with the smaller device to match the indicated value. This is because if charging (or generating) is performed with the larger device first, it will be difficult to make final adjustments. It is also possible to create combination patterns in advance that match the indicated value and select them.

[0049] Next, the process proceeds to step S270, where it is determined whether or not the battery is fully charged. If the determination result is no, the process proceeds to step S280, where charging continues.

[0050] On the other hand, if the determination result in step S270 is positive, the process proceeds to step S290 to proceed to the next car.

[0051] The adjustment capacity contribution unit 24 shown in FIG. 3 includes an adjustment capacity collection means 24A and an adjustment capacity contribution means 24B.

[0052] The adjustment capacity contribution in the adjustment capacity contribution unit 24 is performed in the procedure shown in FIG.

[0053] That is, first, in step S300, unusable vehicles are excluded from the viewpoint of predicted SOC, SOH, purpose, etc. Regarding purposes, as shown in Fig. 8, a company car 10A and a commuter car 10B can be combined, or a private car 10C used for leisure on weekends can be combined with a commercial vehicle 10D used for work on weekdays and parked on weekends.

[0054] Next, in step S310, the minimum value of charger output / EV charging capacity is calculated for each vehicle, similar to step S200 of the command value response process shown in FIG.

[0055] Next, the process proceeds to step S320, where, for example, half the minimum value (half value) of each vehicle is acquired.

[0056] Next, the process proceeds to step S330, where the power reserves are aggregated so that a predetermined percentage of the combined power reserve, for example, 10%, exceeds, for example, half the value. This is because legal regulations stipulate that power reserves cannot be contributed to the supply and demand balancing market unless a predetermined percentage of the total power reserve exceeds, for example, half the value.

[0057] If it is determined in step S340 that there is a good chance of collecting adjustment power, the process proceeds to step S350, where adjustment is carried out by participating in bidding.

[0058] On the other hand, if the determination result in step S340 is negative, the process returns to step S330 to collect the adjustment power again.

[0059] A specific example is shown in Figure 9. As shown in Figure 9(A), if the capacities of the EVs are 3 kW, 3 kW, 6 kW, and 6 kW, the total capacity is 18 kW, and the allowable value of 10% of that is 1.8 kW. Here, the minimum is 3 kW, so the entire range of indicated values ​​from 0 to 18 kW can be accommodated.

[0060] Also, as shown in Figure 9 (B), when the EV capacity is 3 kW, 6 kW, 6 kW, and 6 kW, the total adjustment capacity is 21 kW, and the allowable value 10% of that is 2.1 kW, and the minimum value is 3 kW, so it can be contributed in response to all instruction values ​​from 0 to 21 kW.

[0061] On the other hand, as shown in Figure 9 (C), if the capacity of all four EVs is 6 kW, the allowable value of 10% is 2.4 kW, and the minimum value is 6 kW, so for example, 3 kW, 8 kW, 9 kW, 15 kW, and 21 kW cannot be contributed.

[0062] In this way, when it is determined in step S340 that the power can be collected, the power adjustment unit 100 participates in bidding in step S350 to contribute the power adjustment capacity and implements the adjustment.

[0063] When contributing adjustment power, as shown in FIG. 10, it is desirable to manage a safety zone and contribute adjustment power for electric vehicles within a range that does not violate the safety zone (for example, only submitting up to 80% for bidding in the case of charging, and up to 20% in the case of discharging) in order to prevent deterioration of the battery 11 of the EV 10 and to avoid over-discharging and over-charging.

[0064] Furthermore, in Japan, the electricity transmission and distribution business operators that manage the electricity transmission and operate the grid are divided into multiple entities, and the rules of the electricity market stipulate that, as shown in FIG. 11 , adjustment capacity is provided and connected to each of the transmission and distribution grids 62A and 62B in each area. Since adjustment capacity cannot be provided unless the EV 10 is connected to a charger 14A or 14B, and adjustment capacity must be provided for each transmission and distribution grid, data on this capacity must be managed. Therefore, the location of the connected charger 14A or 14B is determined from the latitude and longitude information of the charger, and adjustment capacity is provided to the corresponding transmission and distribution grid 62A or 62B.

[0065] Furthermore, as shown in FIG. 12, the timing of charging and the timing of bidding can be determined by estimating the necessary and sufficient timing and time for charging from the time-series power consumption and the time-series required charging amount, and then determining the price in the supply and demand adjustment market and the electricity rate in the wholesale electricity market, or the predicted electricity rate price.

[0066] 12, the price is shown in units of days for ease of understanding, but in reality the price fluctuates in 30-minute increments. The bidding timing can be, for example, the day before the charging timing.

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

[0068] The rules of the electricity market currently include the primary adjustment capacity, secondary adjustment capacity 1 and 2, and tertiary adjustment capacity 1 and 2 in the supply and demand adjustment market.For example, for tertiary adjustment capacity 2, 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, in the wholesale electricity market (mostly spot market transactions), bidding is usually held by 10:00 am the day before (and is then open to the public). This also takes place in 30-minute blocks, covering the entire amount for that day. Both are conducted every day.

[0070] Another factor to consider is charging every day, but depending on how much charge there is, it may not be necessary to charge every day. If you don't use it often, you may only need to charge it once every two weeks.

[0071] Based on the above assumptions, we first estimate the minimum timing for when charging will be necessary (this is calculated from past data and future work schedule data).

[0072] If charging is not required every day, there is the freedom to choose when to charge. In other words, you can charge tomorrow or the day after. In this case, the wholesale electricity market estimates the prices for tomorrow and the day after (depending on the timing, tomorrow's prices may already be known).

[0073] Next, we predict the prices of each adjustment capacity (primary, secondary, and tertiary) in the supply and demand adjustment market (for example, tertiary adjustment capacity 2 is for fixed-price purchase (Feed in Tarrif: FIT), so it is largely dependent on solar power).

[0074] Since the profitability for each day can be calculated from the above, it is possible to decide whether tomorrow or the day after is best for charging. Therefore, it is possible to provide the adjustment power at the highest price.

[0075] In the above embodiment, only one overall wattmeter 30 is provided for the entire factory 8 and the chargers 14 for the EVs 10. Therefore, depending on the state of power usage in the factory 8, the EVs' power may be absorbed by the adjustment capability of the factory 8, making it difficult to control the adjustment capability of the EVs 10. In contrast, as in the second embodiment of the present invention shown in FIG. 13 , when a power line 18 is separated from the power line 9 for the factory 8 and a separate EV wattmeter 70 is provided, it becomes possible to control the adjustment capability of the EVs 10 independently of the factory 8.

[0076] In the above embodiment, the present invention has been described using an electric vehicle as an example, but the present invention can be similarly applied not only to electric vehicles but also to all electric vehicles equipped with a rechargeable battery, such as electric bicycles and electric scooters.

[0077] When collecting and contributing adjustment power from a large number of electric vehicles, even if there are chargers with different outputs, or multiple electric vehicles with different battery capacities, remaining battery levels, and charging / discharging capabilities, appropriate adjustment power can be contributed to each electric vehicle.

[0078] 8... Factory 9, 18... Power line 10... Electric vehicle (EV) 10A... Company car 10B... Commuter vehicle 10C... Private car 10D... Commercial vehicle 11... Battery 12... EV information input means 13... EV information storage means 14, 14A, 14B... Charger 16... Charger information input means 17... Charger information storage means 20... Battery remaining capacity (SOC) estimating unit 20A... SOC estimating means 20B... SOC correcting means 22... Indication value responding unit 22A... Charger output / EV charging capacity minimum value calculating means 22B... Charging vehicle selecting means 24... Adjustment capacity contributing unit 24A... Adjustment capacity collecting means 24B... Adjustment capacity contributing means 30... Overall wattmeter 32... EV server 34... System storage battery 36... Peak cut storage battery 40... Resource aggregator (RA) 50...Aggregation coordinator (AC) 60...Transmission and distribution company (TSO) 62, 62A, 62B...Transmission and distribution system 70...EV power meter

Claims

1. A method for providing adjustment power for electric vehicles, for charging the batteries of a plurality of electric vehicles serving as distributed energy resources DER in a virtual power plant VPP from a charger or providing adjustment power, characterized in that the adjustment power that can be provided from each electric vehicle is determined according to differences in output of the chargers and the charging or discharging capacity of the electric vehicles, and the adjustment power provided is managed for each electric vehicle.

2. The method for providing adjustment power for an electric vehicle as described in claim 1, characterized in that adjustment power is allocated to each electric vehicle according to the difference in output of the charger, the remaining battery charge of the electric vehicle, and the charging or discharging capacity of the electric vehicle.

3. The method for providing adjustment power for an electric vehicle according to claim 2, characterized in that the charging or discharging capacity of the electric vehicle is set for each electric vehicle and corrected for each electric vehicle through actual charging or discharging.

4. The method for providing adjustment power for electric vehicles according to claim 2, characterized in that the remaining battery capacity is estimated from the battery usage of each electric vehicle.

5. The method for providing adjustment power for electric vehicles according to claim 4, characterized in that the battery usage amount is estimated from the daily driving range and usage time or usage time of each electric vehicle.

6. The method for providing adjustment power for an electric vehicle as described in claim 4, characterized in that when the battery remaining capacity reaches the required charge amount sooner or later than expected due to charging, the estimation error of the battery remaining capacity is corrected based on the charging time.

7. A method for providing adjustment power for an electric vehicle as described in claim 1, characterized in that the location where the electric vehicle is used or where it is charged is managed, and adjustment power is provided from the power transmission and distribution system to which the electric vehicle belongs.

8. A method for providing adjustment power for an electric vehicle as described in claim 1, characterized in that a safety area is managed to prevent battery deterioration and to avoid over-charging and over-discharging, and the adjustment power of the electric vehicle is provided within a range that does not violate the safety area.

9. The method for providing adjustment power for an electric vehicle as described in claim 1, characterized in that the management of the adjustment power for each electric vehicle is performed using ID information or an ID tag that is preset for each electric vehicle, or a vehicle compartment where the use of each electric vehicle is limited.

10. The method for providing adjustment power for an electric vehicle according to claim 1, characterized in that the adjustment power is made lower than the sum of the adjustment powers of each electric vehicle.

11. The method for providing adjustment power for an electric vehicle as described in claim 1, characterized in that the smaller of the output of the charger or the acceptable charging capacity of the electric vehicle is used to calculate the adjustment power for each electric vehicle.

12. The method for providing adjustment power for electric vehicles as described in claim 1, characterized in that the adjustment power is provided by combining electric vehicles with different uses.

13. A method for providing adjustment power for electric vehicles as described in claim 1, characterized in that when adjustment power is exported in response to an adjustment instruction, and when electric vehicles with different charging capacities are mixed, adjustment power is allocated to electric vehicles with greater charging capacities within the range of the required adjustment power, and final adjustment is made by charging using a charger that can control discharge or power amount.

14. A method for allocating adjustment power to an electric vehicle as described in claim 1, characterized in that the available time and priority are determined based on the purpose of the electric vehicle, the deterioration state of the battery, and the current or future remaining battery charge, and adjustment power is allocated according to the priority.

15. A method for providing adjustment power for an electric vehicle as described in claim 1, characterized in that, when providing said adjustment power, a charger that has only an on / off charging function is simply stopped, and a charger that can perform detailed adjustments through discharge control or power amount control responds to an indicated value.

16. A method for providing adjustment power for electric vehicles as described in claim 1, characterized in that a minimum value of charger output or electric vehicle charging capacity is determined for each electric vehicle, a predetermined percentage of the minimum value is obtained for each electric vehicle, and adjustment power is collected so that a predetermined percentage of the total adjustment power of all electric vehicles exceeds the predetermined percentage of the minimum value.

17. An electric vehicle regulation power contribution device for charging batteries of multiple electric vehicles serving as distributed energy resources DER in a virtual power plant VPP from a charger or contributing regulation power, the electric vehicle regulation power contribution device comprising: a means for determining regulation power that can be contributed from each electric vehicle according to differences in output of the chargers and the charging or discharging capacity of the electric vehicles; and a means for managing the determined regulation power for each electric vehicle.

18. A method for contributing adjustment power for electric vehicles, characterized in that when charging the batteries of multiple electric vehicles serving as distributed energy resources DER in a virtual power plant VPP or contributing adjustment power, the method estimates the necessary and sufficient charging timing and time for each electric vehicle based on the time-series power consumption and the time-series required charging amount, and then determines the charging timing and bidding timing for each electric vehicle based on the compensation in the supply and demand adjustment market and the electricity rate in the wholesale electricity market, or a predicted electricity rate price.

19. An electric vehicle adjustment power contribution device for charging the batteries of multiple electric vehicles as distributed energy resources DER in a virtual power plant VPP or contributing adjustment power, comprising: a means for estimating the necessary and sufficient charging timing and time for each electric vehicle from the time-series power consumption and the time-series required charging amount; and a means for using the results of the estimation to determine the charging timing and bidding timing for each electric vehicle from the compensation in the supply and demand adjustment market and the electricity rate in the wholesale electricity market, or a predicted electricity rate price.

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