Balancing capacity provision method and device for electric vehicle

Abstract

The present invention provides a balancing capacity provision technology for a plurality of electric vehicles 10 serving as distributed energy resources DER in a virtual power plant VPP in which a change occurs in combination with a charger 14 for providing balancing capacity by charging a battery 11 of each electric vehicle from the charger or discharging through the charger. First, the balancing capacity that can be provided from each electric vehicle 10 is calculated according to the combination of the charger and the electric vehicle on the basis of minimum values of the charge capacity or discharge acceptance capacity and the discharge capacity of the charger 14 and the charge acceptance capacity or discharge capacity of the electric vehicle 10. Then, the balancing capacity that can be provided is determined in consideration of the application of the vehicle in addition to the current or future vehicle use state or vehicle state. Thus, it is possible to provide appropriate balancing capacity when chargers having different charge capacity, discharge acceptance capacity, and / or discharge capacity and a plurality of electric vehicles having different battery capacity, remaining battery capacity, charge acceptance capacity, and / or discharge capacity are mixed or when the combination with the charger is changed in accordance with the movement. Furthermore, appropriate charge timing and bidding timing can be determined for each electric vehicle.

Description

Electric vehicle adjustment power contribution method and device

[0001] The present invention relates to a method and device for providing control power for electric vehicles, and more particularly to a method and device for providing control power for electric vehicles that is suitable for use when collecting and providing control power from a large 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, currently, the value of electricity is traded in multiple markets, and is mainly comprised of a wholesale electricity market using 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 by the amount of power (kWh value); a capacity market that provides the capacity (supply power) (kW value) of power generation capacity 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 where trading is done by adjustment power (ΔkW value), 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, there is a mix of chargers with different charging / discharging capacities, chargers that can only be turned on and off, and multiple electric vehicles with different battery capacities, remaining battery levels (State of Charge: SOC), and charging / discharging capacities. Furthermore, because electric vehicles are used as a means of transportation, they are often connected to chargers not only via the chargers normally used at home or at work, but also via other chargers with different outputs, resulting in a variety of combinations and whether or not they are connected to a charger. Furthermore, since the time required for charging and discharging is generally shorter than the time the charger and electric vehicle are connected, there is flexibility in when they are used. Furthermore, the time periods when electric vehicles are connected to chargers vary depending on their intended use. Commuter vehicles cannot be expected to provide balancing power in the morning and evening, while commercial vehicles such as taxis cannot be expected to provide balancing power during peak periods. Furthermore, because charging and discharging cannot be freely performed during balancing power contributions, infrastructure design must also take into account the intended use. Therefore, the appropriate parking lot to use depends on the intended use and the balancing power plan.

[0009] In addition, the adjustment power required for frequency regulation, etc., requires fine adjustments in increments of 1 kW, making it difficult for inexpensive on-off chargers, which are mainly used for electric vehicles, to participate.

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

[0011] The present invention has been made to solve the above-mentioned problems of the conventional technology, and its first objective is to provide appropriate adjustment capacity to the electricity market by making it possible to contribute appropriate adjustment capacity to each electric vehicle, even in cases where there are a mixture of chargers with different charging capacities / discharging acceptance capacities, and multiple electric vehicles with different battery capacities, remaining battery levels, charging acceptance capacities / discharging capacities, and uses.

[0012] A second objective of the present invention is to make it possible to determine the timing for contributing adjustment power by taking into consideration the appropriate charging timing, discharging timing, and bidding timing for each electric vehicle, since there is an upper limit to the time that adjustment power can be contributed using electric vehicles and their use as a means of transportation is prioritized.

[0013] The present invention is a method for contributing adjustment power to electric vehicles in variable combinations with chargers, in order to contribute adjustment power by charging the batteries of multiple electric vehicles serving as distributed energy resources DER in a virtual power plant VPP from the chargers or discharging via the chargers. The first problem is solved by first calculating the adjustment power that can be contributed from each electric vehicle in accordance with the combination of charger and electric vehicle, based on the charging capacity or discharge acceptance capacity and discharge capacity of the charger and the minimum value of the charging acceptance capacity or discharge capacity of the electric vehicle, and then determining the adjustment power that can be contributed taking into account the current or future usage state or state of the vehicle as well as the use of the vehicle.

[0014] Here, the charging capacity of a charger is the maximum output when the charger charges an electric vehicle (its battery), the discharge acceptance capacity of a charger is the maximum input when the charger accepts discharge from an electric vehicle, the discharge capacity of a charger is the maximum output when the charger discharges and returns it to the grid (posiwatts) or discharges and returns it to a building or the like (negawatts when viewed from the grid), the charging acceptance capacity of an electric vehicle is the maximum input when the electric vehicle accepts charge from the charger, and the discharge capacity of an electric vehicle is the maximum output when the electric vehicle discharges to the charger.

[0015] The definitions of adjustment capacity, the period during which adjustment capacity can be provided, and the duration for which adjustment capacity can be sustained are shown in Figure 2.

[0016] Here, during the adjustable power contribution period, the vehicle 10 is mainly connected to the charger 14. Also, in the adjustable power continuity time, which can be divided, when contribution is made by charging, the SOC is not 100%.

[0017] In the case of charging, the adjustment capacity is expressed as charging capacity kW, and the adjustment capacity continuance time is expressed as SOC kWh / charging capacity kW. In the case of discharging, the adjustment capacity is expressed as discharge capacity kW, and the adjustment capacity continuance time is expressed as {100% - SOC} / discharge capacity kW.

[0018] In addition, electric vehicles with different charging or discharging capabilities can be combined and contributed.

[0019] Furthermore, the charging acceptance capacity 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.

[0020] Furthermore, the vehicle state includes the remaining battery capacity, and the remaining battery capacity can be estimated from the battery usage amount for each electric vehicle.

[0021] Furthermore, the battery usage amount can be estimated from the daily driving range and the usage time or usage time of each electric vehicle.

[0022] 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.

[0023] 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.

[0024] Furthermore, the timing at which the electric vehicles will be connected to the charger can be predicted, and the order in which the electric vehicles will contribute their adjustment power can be determined.

[0025] Furthermore, the probability of existence at each time when the electric vehicle is capable of contributing adjustment power can be estimated from the vehicle state, and the adjustment power to be contributed can be determined from the adjustment power that can be contributed by each vehicle and the probability of existence.

[0026] Furthermore, it is possible to determine whether or not to use the electric vehicle's adjustment power depending on the operation plan, such as vehicle reservations.

[0027] Furthermore, the amount of charging can be adjusted based on the scheduled time for contribution of adjustment capacity and the adjustment capacity to be contributed.

[0028] 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.

[0029] 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.

[0030] Furthermore, the adjustment capability can be set lower than the total adjustment capability of each electric vehicle.

[0031] Furthermore, the adjustment power can be provided by combining electric vehicles for different purposes, such as company cars, commuter cars, private cars, commercial vehicles, buses, and taxis.

[0032] Furthermore, in order to obtain the adjustment capability, the vehicle usage can be managed using the average value and variance value.

[0033] Furthermore, in order to obtain the adjustment capability, the vehicle usage can be managed by the time series average value and variance value of the busy season, etc.

[0034] Furthermore, the use of the vehicle can be inferred from the vehicle number.

[0035] Furthermore, the adjustment power can be used in preparation for an emergency request, and vehicles or chargers that do not contribute adjustment power can be left.

[0036] Furthermore, one measuring device for measuring the adjusting force can be prepared for a plurality of vehicles.

[0037] Furthermore, a measurement point for measuring the adjustment force can be provided for each vehicle having a similar use.

[0038] Furthermore, the vehicle contributing the adjustment power can be guided to a parking lot where charging is free.

[0039] Furthermore, when adjusting power is delivered in response to an adjustment command, if electric vehicles with different charging capacities are mixed, the adjusting power can be allocated, within the range of the required adjusting power, starting with the electric vehicle with the greatest charging capacity, and final adjustment can be made by charging using a charger that can control discharge or power amount.

[0040] 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.

[0041] 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.

[0042] Furthermore, the total adjustment power to be contributed to the market can be calculated from the adjustment power that each electric vehicle can contribute.

[0043] In addition, the adjustment power that can be contributed can be calculated for each electric vehicle, a predetermined percentage (e.g., half of the minimum value) can be obtained for each electric vehicle, and whether or not to contribute the total adjustment power obtained can be determined based on whether or not the predetermined percentage (e.g., 10%) of the total adjustment power to be contributed to the market exceeds the predetermined percentage (half of the minimum value).

[0044] Furthermore, if the determined total adjustment capacity is not within the allowable range, the number of vehicles contributing adjustment capacity can be added or reduced in consideration of the total value of the adjustment capacity to be added and a predetermined percentage of that value.

[0045] Furthermore, by connecting a system storage battery or private power generation equipment to the charging and discharging system of the electric vehicle, the adjustment power of the system storage battery or private power generation equipment can also be collected when the electric vehicle contributes adjustment power.

[0046] Furthermore, a total wattmeter can be installed in the charge / discharge system including the electric vehicle and the system storage battery or private power generation facility.

[0047] Also, the power lines for the electric vehicle and the power lines for other than the electric vehicle may be separated, and a power meter for the electric vehicle may be provided separately from the overall power meter.

[0048] The present invention also solves the first problem by providing an electric vehicle regulation power contribution device that changes its combination with chargers and that contributes regulation power by charging the batteries of a plurality of electric vehicles that serve as distributed energy resources DER in a virtual power plant VPP from the chargers or discharging them via the chargers, the electric vehicle regulation power contribution device comprising: means for calculating, depending on the combination of charger and electric vehicle, the regulation power that can be contributed from each electric vehicle depending on the charging capacity or discharge acceptance capacity and discharge capacity of the charger and the minimum value of the charging acceptance capacity or discharge capacity of the electric vehicle, and determining the regulation power that can be contributed taking into account the current or future usage state or state of the vehicle as well as the use of the vehicle.

[0049] The present invention also solves the second problem by providing a method for contributing adjustment power to electric vehicles, characterized in that, when contributing adjustment power by charging the batteries of multiple electric vehicles serving as distributed energy resources DER in a virtual power plant VPP from a charger or discharging them via the charger, the timing and time for completing necessary and sufficient charging for each electric vehicle is estimated from the time-series power consumption and the time-series required charging amount, and the charging or discharging timing and the bidding timing are determined for each electric vehicle from the consideration for the adjustment power to be provided in market transactions, such as a capacity market, supply and demand adjustment market, or wholesale electricity market, or in transactions including bilateral transactions with new power suppliers or electricity transmission and distribution companies, and the wholesale electricity price, or an electricity price predicted therefrom.

[0050] The present invention also solves the second problem by providing an electric vehicle adjustment power contribution device that contributes adjustment power by charging the batteries of each of a plurality of electric vehicles that serve as distributed energy resources DER in a virtual power plant VPP from a charger or discharging them via the charger, the electric vehicle adjustment power contribution device comprising: means for estimating the timing and time for completion of necessary and sufficient charging for each electric vehicle based on time-series power consumption and time-series required charging amount; and means for using the results of the estimation to determine the timing of charging or discharging and the timing of bidding for each electric vehicle based on the consideration for adjustment power to be provided in market transactions, for example, in a capacity market, a supply and demand adjustment market, or a wholesale electricity market, or in transactions including bilateral transactions with new power suppliers or electricity transmission and distribution companies, and the wholesale electricity price or a predicted electricity price.

[0051] According to the present invention, even when there are a mixture of chargers with different charging capacities / discharging acceptance capacities and discharging capacities, or a mixture of electric vehicles with different battery capacities, remaining battery levels, charging acceptance capacities / discharging capacities, and uses, or when the combination changes as the vehicles move, it is possible to provide appropriate adjustment capacity for each electric vehicle.

[0052] Furthermore, when electric vehicles contribute their power regulation capacity, it is possible to determine the appropriate charging timing, discharging timing, and bidding timing for each electric vehicle, thereby enabling the most advantageous contribution of power regulation capacity.

[0053] FIG. 1 is a diagram showing the configuration of a virtual power plant (VPP); FIG. 2 is a diagram showing the definitions of regulation power, regulation power contribution period, and regulation power continuance time; FIG. 3 is a diagram showing the overall configuration of a first embodiment of the present invention; FIG. 1 shows an example of estimating available time; FIG. 2 shows an example of a model for estimating a predicted value from an input value; FIG. 3 shows an example of whether or not to contribute composite adjustment capacity; FIG. 4 shows an example of a specific example of the allowable error of composite adjustment capacity; FIG. 5 shows another example of a specific example of the allowable error of composite adjustment capacity; FIG. 6 shows yet another example of a specific example of the allowable error of composite adjustment capacity; FIG. 7 shows the adjustment capacity contribution range of a battery; FIG. 8 shows an example of the coverage area of ​​a power transmission and distribution system; FIG. 9 shows examples of charging timing and bidding timing; FIG. 10 shows an example of considering connection probabilistically; FIG. 11 shows the overall configuration of a second embodiment of the present invention; FIG. 12 shows the overall configuration of a third embodiment of the present invention; FIG. 13 shows the overall configuration of a fourth embodiment of the present invention; FIG. 14 shows an example of indicating a parking position taking into account the purpose of use.

[0054] 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.

[0055] The overall configuration of the first embodiment of the present invention is shown in FIG. The present 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 when charging or discharging, 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 storage 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 supplier, 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.

[0056] The specific configuration of the control device for each EV according to the above embodiment is shown in Fig. 4. This control device includes EV information input means 12 for inputting EV information such as battery capacity, charging / discharging capacity, 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 the charging / discharging capacity of a charger 14, 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 vehicle to be charged 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.

[0057] The EV information input means 12 can also acquire EV information from the EV 10 via communication.

[0058] 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 acceptance capacity / discharge capacity, cruising range, and usage time of the EV 10 that 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 (e.g., the time required to fully charge the battery) that is input from the charger 14.

[0059] The SOC estimation process of the SOC estimating unit 20 is specifically performed as shown in FIG.

[0060] 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.

[0061] 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.

[0062] 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.

[0063] As shown in Figure 4, the instruction value response unit 22 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.The instruction value response unit 22 includes minimum value calculation means 22A that calculates the minimum value of the charging capacity or discharge acceptance capacity of the charger 14 and the charging acceptance capacity or discharge capacity of the EV 10, and charging vehicle selection means 22B that selects a charging vehicle based on the calculation result of the minimum value calculation means 22A.

[0064] The instruction value response process of the instruction value response unit 22 during charging is specifically performed as shown in FIG.

[0065] That is, first, in step S200, the minimum value calculation means 22A calculates the minimum value of the charging capacity of the charger 14 and the charging acceptance capacity of the EV 10 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. 7 ) along the route of the power transmission and distribution grid 62 - the output of the charger 14 (6 kW in FIG. 7 ) - the charging acceptance capacity of the EV 10 (up to 3 kW in FIG. 7 ), as shown in FIG. 7 . Note that, for example, in the case of another EV 10 that can be normally charged up to 6 kW and can accept fast charging up to 50 kW, 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. 7 , even if the output of the charger 14 is 6 kW, the regulation capacity is limited to 3 kW. Similarly, even if a fast charger capable of outputting up to 50 kW is used, the regulation capacity is limited to 3 kW.

[0066] Next, in step S210, an instruction value is received from AC 50, 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.

[0067] At this time, in step S240, the priority of each vehicle is determined, and the priority of vehicles with low SOC, vehicles with planned outings, and vehicles with deteriorated batteries and low State of Health (SOH) is lowered.

[0068] Next, the process proceeds to step S250, where charging is performed starting with the vehicle with the highest charge acceptance capacity and highest priority. At this time, if there is a charger that can control the charge amount other than a normal charger that can only be switched on and off, the normal charger will be temporarily stopped.

[0069] In step S260, the smaller battery is charged first to match the indicated value. This is because if the larger battery is charged 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.

[0070] 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.

[0071] 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.

[0072] The instruction value response process of the instruction value response section 22 during discharge is specifically performed as shown in FIG.

[0073] That is, first, in step S200′, the minimum value calculation means 22A calculates the minimum value of the discharge acceptance capacity and discharge capacity of the charger 14 and the discharge capacity of the EV 10 for each vehicle. This is because the regulation capacity is a capacity seen from the grid, and is therefore pulled by the smallest capacity (3 kW in FIG. 9) on the route of the power transmission and distribution system 62—the discharge acceptance capacity / discharge capacity of the charger 14 (6 kW in FIG. 7)—the discharge capacity of the EV 10 (up to 3 kW in FIG. 7), as illustrated in FIG. 9. Note that, 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 discharge of the charger 14 is 3 kW, the regulation capacity will be 3 kW. Furthermore, in the case of an EV 10 with a discharge capacity of 3 kW, as illustrated in FIG. 9, even if the output of the charger 14 is 6 kW, the regulation capacity is limited to 3 kW. Similarly, even if a quick charger capable of outputting up to 50 kW is used, the adjustment capability is limited to 3 kW.

[0074] Next, in step S210', an 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 discharged.

[0075] 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 plans to go out, and vehicles with deteriorated batteries with low State of Health (SOH).

[0076] Next, the process proceeds to step S250', where the vehicle with the highest discharge capacity and highest priority is discharged. At this time, if there is a charger that can control the charge amount other than a normal charger that can only switch discharge on and off, the normal charger is temporarily stopped.

[0077] In step S260', discharge is performed with a smaller value to match the specified value. This is because if discharge is performed with a larger value first, it will be difficult to make final adjustments. It is also possible to create combination patterns in advance that match the specified value and select them.

[0078] Next, the process proceeds to step S270', where it is determined whether or not the discharge has been completed. If the determination result is no, the process proceeds to step S280', where the discharge continues.

[0079] 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.

[0080] The adjustment capacity contribution unit 24 shown in FIG. 4 includes an adjustment capacity collection means 24A and an adjustment capacity contribution means 24B.

[0081] The adjustment capacity contribution in the adjustment capacity contribution unit 24 is performed in the procedure shown in FIG.

[0082] That is, first, in step S290, the available control power of each vehicle is calculated.

[0083] Next, in step S300, vehicles that cannot be used are excluded and the target vehicles (all vehicles or one vehicle, etc.) are set. As for uses, as shown in Fig. 11, a company car 10A and a commuter vehicle 10B, or a private car 10C used for leisure on weekends and a commercial vehicle 10D used for work on weekdays and parked on weekends can be combined.

[0084] An example of differences in the available regulation power depending on the application is shown in Fig. 12. Fig. 12 shows examples of a commuter vehicle 10B and a taxi 10E, and the period during which regulation power can be provided (the time it is connected to the power receiver) and the duration of regulation power (the time it can maintain kW) differ depending on the application.

[0085] An example of estimating the adjustment capacity, the adjustment contribution period, and the adjustment capacity continuity time taking into account the use is shown in Figure 13. Figure 13 shows what needs to be known to make a prediction.

[0086] As shown in Figure 14 as an example of what time a car is likely to be connected to a charger, for example, using a learning model 90, predicted values, such as connection start / end times for each month and day of the week, are estimated from input values, such as usage classification information on the license plate, the car's charging location, stopping / departure times (which are actually the charger connection times), and the charger location.

[0087] Next, in step S310 of FIG. 10, similar to step S200' of the instruction value response process during discharge shown in FIG. 8, the discharge acceptance capacity and discharge capacity of the charger 14 and the minimum value of the discharge capacity of the EV 14 are calculated for each vehicle.

[0088] Next, the process proceeds to step S320, where, for example, half the minimum value of the capacity of the subject vehicle (half value) is calculated.

[0089] Next, the process proceeds to step S330, where the combined adjusting force is calculated.

[0090] Next, proceed to step S340, where it is determined whether a predetermined percentage of the total regulation capacity, for example, 10%, exceeds, for example, half the value. This is because, as shown in Figure 15, if the contribution value of the total regulation capacity does not fall within the tolerance range of its indicated value ± the predetermined percentage, the market itself cannot participate. Due to market requirements, it is usually difficult for resources that cannot be finely adjusted, such as in 1 kW increments, to participate as regulation capacity. However, with this ingenuity, even a simple, inexpensive controller for electric vehicles that can only perform on / off control can contribute as regulation capacity and participate in the market. At the same time, penalties can be avoided.

[0091] In addition, in the case of electric vehicles, depending on the operating status, there are times when appropriate adjustment capacity cannot be contributed, so by making a decision before each bidding, reviewing the total adjustment capacity, and deciding whether to bid, it becomes possible to participate in the market with appropriate adjustment capacity in mind.If this decision is not made, penalties will be imposed, and if it is not possible to contribute multiple times, it will be considered a resource that cannot participate in the market at all, so this can also be thought of as a countermeasure against this.

[0092] If the determination result in step S340 in FIG. 10 is negative, the process proceeds to step S350, where the number of target vehicles is updated (decreased or increased), and the process returns to step S330.

[0093] On the other hand, if the determination result in step S340 is positive, the process proceeds to step S360, where the bidding is participated in and the adjustment is carried out.

[0094] A specific example is shown in Figure 16. As shown in Figure 16(A), if the capacities of the EVs are 3 kW, 3 kW, 6 kW, and 6 kW, the total capacity is 18 kW, and 10% of that is 1.8 kW. Here, the minimum value is 3 kW, and half of that is 1.5 kW, which is smaller than the allowable value of 1.8 kW, so the entire range of indicated values ​​from 0 to 18 kW can be accommodated.

[0095] Also, as shown in Figure 16 (B), when the EV capacity is 3kW, 6kW, 6kW, 6kW, the total adjustment capacity is 21kW, 10% of which is 2.1kW, the minimum value is 3kW, half of which is 1.5kW, which is smaller than the allowable value of 2.1kW, so it can also contribute to all indicated values ​​of 0 to 21kW.

[0096] On the other hand, as shown in Figure 16 (C), if the capacity of all four EVs is 6 kW, 10% of the allowable value is 2.4 kW, the minimum value is 6 kW, and half of that is 3 kW, which is greater than the allowable value of 2.4 kW, so it will not be possible to contribute to, for example, the indicated values ​​of 3 kW, 8 kW, 9 kW, 15 kW, and 21 kW.

[0097] In this example, the capacity of each EV is contributed by turning it on and off, making control easy.

[0098] Although the control becomes more complicated, it is also possible to make it possible to contribute an intermediate capacity value from the EV, or to add 0.6 to 5.4 kW from elsewhere when an indicated value of 3 kW is 0.6 kW short, add 1.6 to 6.4 kW from elsewhere when an indicated value of 8 kW is 1.6 kW short, add 0.6 to 5.4 kW from elsewhere when an indicated value of 9 kW is 0.6 kW short, and add 0.6 to 5.4 kW from elsewhere when an indicated value of 21 kW is 0.6 kW short.

[0099] 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.

[0100] When contributing adjustment power, as shown in FIG. 17, 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.

[0101] 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 adjustment capacity is provided and connected to each of the transmission and distribution grids 62A, 62B in each area, as shown in FIG. 18. Adjustment capacity cannot be provided unless the EV 10 is connected to a charger 14A, 14B, and adjustment capacity must be provided for each transmission and distribution grid, so that data must be managed. Therefore, the location of the connected charger 14A, 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.

[0102] Furthermore, the average and variance of remaining battery charge change depending on the vehicle's use, for example, whether it is a commuter vehicle or a taxi during peak or off-peak seasons. Therefore, taking into consideration the average and variance of remaining battery charge, it is possible to prioritize the contribution of adjustment power to vehicles with a high average and low variance of remaining battery charge, for example.

[0103] Furthermore, as shown in FIG. 19, 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.

[0104] 19, 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.

[0105] Below, we will calculate an example of the optimal charging timing.

[0106] 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.

[0107] 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.

[0108] Another factor to consider is charging every day, but if the charger is not wireless but requires a connection, it is a hassle, so depending on how low the charge is, it may not be necessary to charge every day. If you don't use it often, you can charge it about once every two weeks.

[0109] Based on the above assumptions, we first estimate the minimum timing for charging (this is calculated using machine learning and Bayesian estimation based on past data and future business schedule data).

[0110] 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).

[0111] 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 feed-in tariff (FIT) purchases, so it is largely dependent on solar power).

[0112] 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.

[0113] As shown in FIG. 20, the probability of electric vehicles being present can be calculated, and a time period in which at least one electric vehicle is present can be determined. The adjustment power for that time period can then be calculated in consideration of the adjustment power that each electric vehicle can contribute.

[0114] 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 into 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. 21 , 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.

[0115] Furthermore, as in the third embodiment shown in FIG. 22, by placing an EV power meter 70 as a measurement unit for each unit to be measured (in FIG. 22, an EV 10 having a similar use), it is possible to make the system independent from other systems.

[0116] Furthermore, as in the fourth embodiment shown in FIG. 23, it is also possible to separate the EV power meters into two parts 70 and 72 and prepare a charger 14' that can be used freely.

[0117] Alternatively, you can place a wattmeter on the unit you don't want to measure and subtract it from the total.

[0118] Since charging is not possible freely while adjustment power is being contributed, it is necessary to consider which charger to use. However, taking into consideration the intended use, for example, as shown in Figure 24, the parking location where an emergency vehicle 10F is equipped with a charger 14' that allows free charging can be indicated by a display 80, such as a mobile phone or a traffic light.

[0119] 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.

[0120] When collecting and contributing adjustment power from a large number of electric vehicles, appropriate adjustment power can be contributed to each electric vehicle even in cases where there are chargers with different charging / discharging acceptance capacities, or where there are a mixture of electric vehicles with different battery capacities, remaining battery levels, and charging / discharging acceptance capacities, or where the combination with the charger changes as the electric vehicle moves.

[0121] 8...Factory 9, 18...Power line 10...Electric vehicle (EV) 10A...Company car 10B...Commuter vehicle 10C...Private car 10D...Commercial vehicle 10E...Taxi 10F...Emergency vehicle 11...Battery 12...EV information input means 13...EV information storage means 14, 14A, 14B, 14'...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...Indicated value responding unit 22A...Minimum value calculating means 22B...Charging vehicle selecting means 24...Adjustment reserve contribution unit 24A...Adjustment reserve collecting means 24B...Adjustment reserve contribution means 30...Total wattmeter 32...EV server 34...Grid storage battery 36...Peak cutting storage battery 40... Resource aggregator (RA) 50... Aggregation coordinator (AC) 60... Transmission and distribution operator (TSO) 62, 62A, 62B... Transmission and distribution system 70, 72... EV power meter 80... Display 90... Learning model

Claims

1. A method for providing adjustment power for electric vehicles in a variable combination with chargers, in order to provide adjustment power by charging the batteries of multiple electric vehicles serving as distributed energy resources DER in a virtual power plant VPP from the chargers or discharging via the chargers, the method comprising the steps of: first calculating, for each combination of charger and electric vehicle, the adjustment power that can be provided from each electric vehicle depending on the charging capacity or discharge acceptance capacity and discharge capacity of the charger and the minimum value of the charging acceptance capacity or discharge capacity of the electric vehicle; and then determining the adjustment power that can be provided taking into account the current or future usage state or state of the vehicle as well as the purpose of the vehicle.

2. The method for providing adjustment power for an electric vehicle as described in claim 1, characterized in that the charging acceptance capacity or discharging capacity of the electric vehicle is set for each electric vehicle and is corrected for each electric vehicle through actual charging or discharging.

3. The method for providing adjustment power for electric vehicles according to claim 1, characterized in that the vehicle state includes a remaining battery capacity, and the remaining battery capacity is estimated from the battery usage amount for each electric vehicle.

4. The method for providing adjustment power for electric vehicles according to claim 3, characterized in that the battery usage amount is estimated from the daily driving range and usage time or usage time of each electric vehicle.

5. The method for providing adjustment power for an electric vehicle as described in claim 3, 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.

6. A method for providing adjustment power for an electric vehicle as described in claim 1, characterized in that the use location or charging location of the electric vehicle is managed, and adjustment power is provided from the transmission and distribution system to which the electric vehicle belongs.

7. The method for providing adjustment power for an electric vehicle according to claim 1, further comprising predicting the timing at which the electric vehicle will be connected to a charger and determining the order in which the electric vehicles will provide adjustment power.

8. A method for providing adjustment power for an electric vehicle as described in claim 1, characterized in that the probability of the electric vehicle being able to provide adjustment power at each time is estimated from the state of the electric vehicle, and the adjustment power to be provided is determined from the adjustment power that can be provided by each vehicle and its existence probability.

9. A method for providing control power for an electric vehicle as described in claim 1, characterized in that whether or not to provide control power for the electric vehicle is determined according to an operation plan such as vehicle reservations.

10. A method for providing control power for an electric vehicle as described in claim 1, characterized in that the amount of charging is adjusted based on the scheduled time for providing control power and the control power to be provided.

11. The method for providing control power for electric vehicles according to claim 1, characterized in that the order in which the control power of electric vehicles is provided is determined according to the deterioration state of the battery.

12. 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.

13. The method for providing adjustment power for an electric vehicle as described in claim 1, characterized in that the adjustment power is provided by combining electric vehicles with different uses, such as company cars, commuter cars, private cars, commercial vehicles, buses, and taxis.

14. The method for providing control power for an electric vehicle according to claim 1, characterized in that, in order to determine the control power, the vehicle's usage is managed using an average value and a variance value.

15. The method for providing control power for an electric vehicle as described in claim 14, characterized in that, in order to determine the control power, the vehicle's usage is managed using a time-series average value and variance value of a busy period, etc.

16. A method for providing control power to an electric vehicle as described in claim 1, characterized in that the use of the vehicle is inferred from the vehicle number.

17. The method for providing adjustment power for an electric vehicle as described in claim 1, characterized in that the adjustment power is reserved for vehicles or chargers that do not provide adjustment power in preparation for an emergency request.

18. The method for providing control power for an electric vehicle as described in claim 1, characterized in that one measuring device for measuring the control power is provided for a plurality of vehicles.

19. The method for providing control power for an electric vehicle as described in claim 1, characterized in that a measurement point for measuring the control power is provided for each vehicle having a similar use.

20. A method for providing control power for an electric vehicle as described in claim 1, characterized in that the vehicle providing control power is guided to a parking lot where charging is free.

21. 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 acceptance capacities are mixed, adjustment power is allocated to electric vehicles with greater charging acceptance capacities within the range of the required adjustment power, and final adjustment is made by charging using a charger that can be controlled to any amount of power.

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

23. 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 by controlling the amount of power responds to an indicated value.

24. The method for providing control power for electric vehicles according to claim 1, characterized in that the total control power to be provided to the market is calculated from the control power that can be provided by each electric vehicle.

25. A method for contributing adjustment power to an electric vehicle as described in claim 24, characterized in that the contributable adjustment power is calculated for each electric vehicle, a predetermined percentage of the minimum value is obtained for each electric vehicle, and whether or not to contribute the calculated total adjustment power is determined based on whether or not the predetermined percentage of the total adjustment power to be contributed to the market exceeds the predetermined percentage of the minimum value.

26. A method for contributing adjustment power to an electric vehicle as described in claim 25, characterized in that if the determined total adjustment power is not within the allowable range, the vehicles contributing adjustment power are added or removed, taking into account the total value of the adjustment power to be added and a specified percentage of that value.

27. A method for providing adjustment power for an electric vehicle as described in claim 1, characterized in that a system storage battery or a private power generation facility is connected to the charging and discharging system of the electric vehicle, and when the electric vehicle provides adjustment power, the adjustment power of the system storage battery or the private power generation facility is also collected.

28. The electric vehicle control power contribution device according to claim 27, characterized in that a total power meter is provided in a charging / discharging system including the electric vehicle and a system storage battery or a private power generation facility.

29. The electric vehicle control power contribution device according to claim 28, characterized in that the power lines for electric vehicles and power lines for non-electric vehicles are separate, and a power meter for electric vehicles is provided separately from the overall power meter.

30. An electric vehicle adjustment power contribution device in which the combination with a charger changes, for contributing adjustment power by charging the batteries of a plurality of electric vehicles serving as distributed energy resources DER in a virtual power plant VPP from the charger or discharging via the charger, the electric vehicle adjustment power contribution device comprising: a means for calculating adjustment power that can be contributed from each electric vehicle according to the charging capacity or discharge acceptance capacity and discharge capacity of the charger and the minimum value of the charging acceptance capacity or discharge capacity of the electric vehicle according to the combination of the charger and the electric vehicle; and a means for determining the adjustment power that can be contributed, taking into account the current or future usage state or state of the vehicle as well as the purpose of the vehicle.

31. A method for contributing adjustment power for electric vehicles, characterized in that when contributing adjustment power by charging the batteries of multiple electric vehicles as distributed energy resources DER in a virtual power plant VPP from a charger or discharging via the charger, the method estimates the timing and time for completion of necessary and sufficient charging for each electric vehicle from the time-series power consumption and the time-series required charging amount, and then determines the advantageous charging or discharging timing and bidding timing for each electric vehicle based on the compensation for the adjustment power provided in the transaction and the wholesale electricity price, or the predicted electricity price.

32. An electric vehicle adjustment power contribution device for contributing adjustment power by charging the batteries of multiple electric vehicles as distributed energy resources DER in a virtual power plant VPP from a charger or discharging via the charger, the electric vehicle adjustment power contribution device comprising: a means for estimating the timing and time for completion of necessary and sufficient charging for each electric vehicle based on time-series power consumption and time-series required charging amount; and a means for using the results of the estimation to determine advantageous charging or discharging timing and bidding timing for each electric vehicle based on the compensation for adjustment power provided for trading and the wholesale electricity price, or a predicted electricity price.

Images