JP2021191044A - Power control system - Google Patents

Abstract

To accurately determine amounts of surplus power of a plurality of electric vehicles by using a scheduler without depending on actual traveling data or the like of electric vehicles and perform power control by making effective use of surplus power, thus enabling application to demand control and peak shift.SOLUTION: According to the present invention, a power control processing device 2 determines an amount of surplus power of an electric vehicle using schedule data, traffic information and weather information held in an electric vehicle schedular system 3 and outputs a control command to an installation controller 6 with this amount of surplus power as an upper limit. In accordance with the control command, the installation controller 6 controls charging and discharging of a plurality of electric vehicle charging/discharging devices 7, thus making effective use of surplus power.SELECTED DRAWING: Figure 1

Description

The present invention relates to a power control system. Among them, in particular, it relates to charge / discharge control according to the usage status of the electric vehicle. The electric vehicle referred to in the present specification may be any power source as long as electricity can be used for at least a part of the power source or the battery can be charged and discharged. Therefore, the electric vehicle includes a so-called hybrid vehicle, a plug-in hybrid vehicle, a plug-in hybrid vehicle, and the like.

In the past, electric vehicles were only charged and operated, but in recent years, surplus electricity stored in batteries is supplied to the building side during unused hours to utilize it for demand control and peak shifts. Charge / discharge control is performed. As such a technique, Patent Document 1 discloses a technique of estimating whether or not the surplus charge is stored based on the actual running time of the vehicle and supplying electric power from the electric vehicle when the surplus charge is stored. ing.

Japanese Unexamined Patent Publication No. 2009-183086

As in Patent Document 1, it is necessary that the electric vehicle has a built-in measuring device in order to estimate whether or not the surplus charge is stored from the actual running time of the vehicle. However, when a plurality of (particularly, a large number) electric vehicles are operated at a business establishment, it is difficult to acquire and estimate the actual driving data of each electric vehicle.

A typical aspect of the present invention for solving the above-mentioned problems is a schedule input unit that receives a usage schedule of each of the plurality of electric vehicles in a power control system that controls charging / discharging of the plurality of electric vehicles, and the above-mentioned. Based on the schedule of the received electric vehicle, the charge / discharge determination unit that determines whether the batteries of the plurality of electric vehicles need to be charged and whether the battery can be discharged, and the charge / discharge determination unit require charging. It is a power control system that includes a charge control unit that obtains a charge priority for the determined electric vehicle based on the start time of use of the electric vehicle and the required charge capacity, and enables charging according to the charge priority.

The present invention also includes a program that realizes a function as a computer in a power control processing system.

INDUSTRIAL APPLICABILITY According to the present invention, when operating a plurality of electric vehicles, appropriate charge / discharge control becomes possible.

The figure which shows the system configuration in one Embodiment of this invention. The figure which shows the functional structure of the power control processing apparatus of one Embodiment of this invention. The figure which shows the functional structure of the equipment controller of one Embodiment of this invention. The figure which shows the use information of the electric vehicle of one Embodiment of this invention. The figure which shows the attribute information of the electric vehicle of one Embodiment of this invention. The figure which shows the priority information of one Embodiment of this invention. A flowchart showing a processing procedure for peak shift control executed in one embodiment of the present invention. The figure which shows the state of the peak shift control executed by one Embodiment of this invention schematically. A flowchart showing a processing procedure for demand control used in one embodiment of the present invention. The figure for demonstrating how to obtain the charge priority and the discharge priority of one Embodiment of this invention. The figure which shows the hardware composition of the power control processing apparatus of one Embodiment of this invention.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In this embodiment, a building 10 as an example of equipment and a system for controlling electric power for a plurality of electric vehicles will be described as an example.

First, FIG. 1 shows a system configuration for performing power control according to the present embodiment. The demand control in the present specification includes not only the control for power saving but also the control for reducing the electricity charge. In FIG. 1, in general, power is received from an electric power company via a power meter 1 that measures the amount of power received.

In FIG. 1, the building 10 is the power control target in the present embodiment. The object of electric control is not limited to the building 10, and can be applied to various facilities. Here, in the building 10, a plurality of electric vehicle chargers / dischargers 7, an air conditioning facility 8, and a lighting facility 9, which are electric power control targets, are installed. Then, an equipment controller 6 that executes power control for these is connected to each device. Although only one air conditioning equipment 8 and lighting equipment 9 are shown in FIG. 1, it is desirable that they be installed in each area. Further, one equipment controller 6 may be installed in the building 10, or may be installed in each of a plurality of air conditioning equipment 8 and lighting equipment 9 or in each area.

A power control processing device 2 that outputs a control signal to the equipment controller 6 is connected to the equipment controller 6.

The power control processing device 2 outputs a control command to the plurality of electric vehicle chargers / dischargers 7, the air conditioning equipment 8, and the lighting equipment 9 to the equipment controller 6. At this time, the power control processing device 2 refers to the amount of power received from the power meter 1, the traffic information of the electric vehicle scheduler system 3, the traffic information system 4, and the weather information from the weather information system 5.

Further, the power control processing device 2 is connected to the electric vehicle scheduler system 3 via a network such as the Internet. However, the power control processing device 2 may hold the function of the electric vehicle scheduler system 3 or the schedule data of the electric vehicle stored in the electric vehicle scheduler system 3.

Further, the function of the equipment controller 6 may also be retained by the power control processing device 2. Further, it is desirable that the power control processing device 2, the power meter 1, various equipments 7 to 9, and the equipment controller 6, which will be described later, be connected by a dedicated line, but other Internet or the like may be used.

It should be noted that this embodiment can also be applied to connection with other power utilization systems (for example, a photovoltaic power generation system) and control for other power utilization systems (for example, a storage battery / battery).

Next, FIG. 2 shows the functional configuration of the power control processing device 2. The power control processing device 2 has an equipment control unit 21 that outputs a control command to a plurality of electric vehicle chargers / dischargers 7, an air conditioning equipment 8 and a lighting equipment 9 with respect to the equipment controller 6. Further, the power control processing device 2 has a demand control unit 24 that manages the amount of power related to these controlled objects, and generates a demand alarm based on the output of the demand control unit 24 and the amount of received power measured by the power meter 1. It has a demand alarm unit 22 for performing. The electric energy related to the controlled object includes the expected excess power amount and the expected excess power amount, which will be described later.

Further, the power control processing device 2 has a demand setting storage unit 26 for storing various information, a past data storage unit 27, and an electric vehicle priority setting unit 28. The power control processing device 2 has a charge / discharge determination unit 23 that refers to the information stored in the power control processing device 2 and obtains a charge priority and a discharge priority for a plurality of electric vehicles.

Further, the power control processing device 2 has a power meter 1, an equipment controller 6, an electric vehicle scheduler system 3, various equipments 7 to 9, and an external information receiving unit 25 that enables communication connection.

It should be noted that these configurations can be realized as a computer. The hardware configuration of this computer is shown in FIG. In FIG. 11, in the power control processing device 2, the processing unit 201, the memory 202, the communication I / F unit 203, and various storage devices 260, 270, and 280 are connected to each other via a bus or the like. The processing unit 201 executes each of the above-mentioned processes, and executes the processes according to each program expanded in the memory 202. Specifically, the processing according to the equipment control program 210, the demand alarm program 220, the charge / discharge determination program 230, and the demand control program 240 is executed. Each of these programs has the following correspondence with the functional configuration shown in FIG.
Equipment control program 210: Equipment control unit 21
Demand alarm program 220: Demand alarm unit 22
Charge / discharge determination program 230: Charge / discharge determination unit 23
Demand control program 240: Demand control unit 24
That is, each program executes the function realized by each corresponding configuration. Further, the processing unit 201 can be realized by a processor such as a CPU. In addition, each of these programs may be configured integrally.

Further, the communication I / F 203 corresponds to the external information receiving unit 25 of FIG. 2, and transmits / receives various other information.

Further, the storage device 260 stores the demand setting information and corresponds to the demand setting storage unit 26 in FIG. Further, the storage device 270 stores past data and corresponds to the past data storage unit 27 in FIG. Further, the storage device 280 stores the priority information of the electric vehicle and corresponds to the electric vehicle priority setting unit 28 of FIG. The storage devices 260, 270, and 280 may be integrally configured, or may be provided in a housing separate from the power control processing device 2.

Next, the equipment controller 6 will be described with reference to FIG. The equipment controller 6 receives a control command from the power control processing device 2 and executes power control for each control target. Specifically, the equipment controller 6 receives a control command from the power control processing device 2 via the communication I / F unit 64. Then, the equipment controller 6 generates a control signal in each of the following control units, and transmits the control signal to each control target via the communication I / F unit 64.

Hereinafter, each control unit will be described. The lighting control unit 61 generates a control signal for executing control to the lighting equipment 9. Further, the air conditioning control unit 62 generates a control signal for executing control to the air conditioning equipment 8. The electric vehicle charge / discharge control unit 63 generates a control signal for executing control on the plurality of electric vehicle charge / discharge devices 7. That is, the electric vehicle charge / discharge control unit 63 controls the charge / discharge to the battery of the electric vehicle.

When the power control processing device 2 holds the function of the equipment controller 6, the communication I / F 24 of the power control processing device 2 executes the function of the communication I / F unit 64.

Next, each information / data used in this embodiment will be described with reference to FIGS. 4 to 6. First, FIG. 4 shows usage information 31 of the electric vehicle of the present embodiment. This usage information 31 is stored in the electric vehicle scheduler system 3. Here, the usage information 31 stores the usage schedule for each electric vehicle No. that identifies the electric vehicle to be operated. As an example, the usage time zone, the planned travel distance, and the type of purpose of use are stored. In the case of FIG. 4, EV_1 is reserved for use time from 9:00 to 11:00 and 14:00 to 16:00, and the purpose of use type for each time zone is A and B, and the mileage is 72 km. It shows that. In this embodiment, the purpose of use is schematically set to A, B ..., but it is desirable that specific contents are described.

Here, each item is input from the terminal device used by the user of the electric vehicle. At this time, the usage time zone and the usage purpose type may be manually input to the terminal device or may be selected and input from the pull-down menu.

Further, it is desirable that the mileage is calculated by the electric vehicle scheduler system 3 or the like using the route information (starting point and destination) input from the terminal device. The type of purpose of use is the electric vehicle No. It may be predetermined for each. In this case, it may be predetermined only for the electric vehicle for the purpose such as "emergency vehicle" which has a particularly high need.

Next, FIG. 5 shows the attribute information 32 of the electric vehicle of the present embodiment. This attribute information 32 is stored in the electric vehicle scheduler system 3. In the case of FIG. 5, it is information indicating the vehicle type, battery capacity, fuel efficiency, charge specification, and discharge specification of the electric vehicle for each electric vehicle No. that identifies the electric vehicle to be operated. Here, the fuel consumption indicates the mileage per unit power (for example, 1Kwh), and includes information on expressions such as electricity cost.

Further, the attribute information 32 of the electric vehicle may include a predetermined purpose of use type. This usage purpose type may be input via the terminal device as in the usage information 31, or may be stored as predetermined information. In the latter case, in this case, the electric vehicle may be predetermined only for the purpose of which the necessity is particularly high, such as an "emergency vehicle".

Next, FIG. 6 shows priority information 271 of the present embodiment. The priority information 271 is stored in the electric vehicle priority setting unit 28 of the power control processing device 2. In this priority information, the usage priority of the electric vehicle is determined for each purpose of use type. In the case of the example shown in FIG. 6, it is shown that when discharging, the one having priority 3 is given priority for discharging, and when charging is performed, the one having priority 1 is given priority.

The usage priority may be stored in the usage information 31 and the attribute information 32 for each electric vehicle No. In this case, when the usage purpose type is input / selected via the terminal device, the corresponding usage priority may be set in the usage information 31 or the attribute information 32 based on the priority information 271. Further, when the electric vehicle No. is input / selected in the usage information 31 and the attribute information 32, a predetermined usage priority may be set.

Hereinafter, the processing procedure of the present embodiment will be described with reference to FIGS. 7 to 10. At this time, the main body of each process will be described according to the functional configuration shown in FIG.

FIG. 7 is a flowchart showing a processing procedure for peak shift control executed in one embodiment of the present invention. As shown in the figure, this process is periodically executed every 10 minutes or the like. That is, this process is a normal control that does not require special power such as power saving control.

First, in step S1, the charge / discharge determination unit 23 determines in the future based on the measured value of the power meter 1, the past building load power stored in the past data storage unit 27, and the weather information from the weather information system 5. Predict the building load power in the time zone. At this time, the time zone is assumed to be 30 minutes ahead.

Next, in step S2, the charge / discharge determination unit 23 acquires the SOC of each electric vehicle to be operated connected via the electric vehicle charge / discharger 7, as the current SOC. Here, SOC is an abbreviation for State of Charge and indicates the charge rate in an electric vehicle.

Next, in step S3, the charge / discharge determination unit 23 acquires the usage information 31 and the attribute information 32 of the electric vehicle scheduler system 3. At this time, the charge / discharge determination unit 23 will acquire future information from the current time. Further, as future information here, it may be information for a certain period of time. For example, the usage information of the time zone predicted in step S1 may be narrowed down and acquired.

Further, in step S3, it is desirable that the charge / discharge determination unit 23 acquires traffic information and weather information in a time zone corresponding to the usage information from the traffic information system 4 and the weather information system 5, respectively.

Next, in step S4, the charge / discharge determination unit 23 calculates the charge request SOC using the current SOC and the acquired usage information 31. The charging request SOC is an SOC required for an electric vehicle (battery), and can be calculated as follows, for example.

First, the charge / discharge determination unit 23 calculates the assumed use SOC by using the planned travel distance of the usage information 31 and the fuel consumption of the attribute information 32.

Assumed use SOC = planned mileage [km] / fuel consumption [km / kWh] / battery capacity [kW] ... (number 1)
At this time, the charge / discharge determination unit 23 may correct the assumed use SOC by multiplying the above number 1 by a correction coefficient α based on the weather information and the traffic information. For example, when the temperature is high in the weather information, it is assumed that the fuel consumption is reduced, that is, the correction is performed to reduce the assumed use SOC, assuming the use of the air conditioner.

Then, the charge / discharge determination unit 23 calculates the charge request SOC by adding a spare SOCβ to the assumed use SOC with a margin.

Charging request SOC = Assumed use SOC + Spare SOC [%] ... (Equation 2)
The assumed used SOC may be used as it is as the charging request SOC.

Next, in step S5, the demand control unit 24 obtains the total surplus power in the plurality of electric vehicles and notifies the charge / discharge determination unit 23 of this. That is, the charge / discharge determination unit 23 calculates the difference between the charge request SOC and the current SOC in each electric vehicle for each time zone, and sets the total value of these differences as the total surplus power.

Further, in step S6, the charge / discharge determination unit 23 obtains a charge priority and a discharge priority for each electric vehicle. This method of obtaining will be described with reference to FIG.

FIG. 10 is a diagram for explaining how to obtain a charge priority and a discharge priority, and shows the concept thereof. In this embodiment, the current SOC and the charging SOC of each electric vehicle are compared. As a result, the difference or ratio (charge request SOC-current SOC, current SOC / charge request SOC) is sorted in descending order (hereinafter referred to as ratio). In FIG. 10, it is shown that the upper part has a smaller ratio. That is, in FIG. 10, it is shown that the ratio is less than 1 in the current SOC <charging SOC, and the ratio is larger than 1 in the current SOC> charging request SOC. This indicates that in FIG. 10, the upper part, especially the current SOC <charging SOC area, the higher the need for charging. Further, in FIG. 10, it is shown that the lower the part, the higher the possibility that the discharge is allowed. However, at present, in the area of SOC <charging SOC, the need for charging is particularly high, so it is very likely that discharge cannot be tolerated.

Therefore, in the present embodiment, the charge / discharge determination unit 23 obtains the charge priority and the discharge priority according to the ratio of the current SOC and the charge request SOC. At this time, the order in which the ratio is small is used as the charging priority as it is. Further, the charge / discharge determination unit 23 sets the order of the highest ratio as the discharge priority for each electric vehicle currently indicating SOC> charge request SOC.

Here, the charging priority is obtained for each electric vehicle, but the charging priority may be obtained for the electric vehicle that currently indicates SOC <charging request SOC. Further, the electric vehicle in which the current SOC = the charge request SOC may be treated in the same manner as any of the current SOC <charge request SOC and the current SOC> charge request SOC.

In addition, it is desirable to obtain the charge priority and the discharge priority by using the usage time so as to be more suitable for the actual situation. For this purpose, the charge / discharge determination unit 23 calculates the use start time t × the current SOC / charge request SOC. Then, the charge / discharge determination unit 23 sets the charging priority to be higher in ascending order of the value indicated by the calculation result. Further, the charge / discharge determination unit 23 sets the discharge priority to be higher in descending order of the value indicated by the calculation result. At this time, as described above, it is desirable to determine the discharge priority for each electric vehicle currently indicating SOC> charge request SOC. An electric vehicle in which the current SOC = the charge request SOC may be treated in the same manner as any of the current SOC <charge request SOC and the current SOC> charge request SOC.

Further, the charge / discharge determination unit 23 may obtain the charge priority according to the use start time t × the current SOC / charge request SOC, and may obtain the discharge priority according to the above ratio. In this method, the charging priority and the discharging priority may be obtained by using reverse methods.

In step S6, the charge / discharge determination unit 23 may exclude electric vehicles having a specific purpose of use or a specific priority of use from the processing targets in this step. Further, for such an electric vehicle, the charging priority may be given the highest priority. By handling in this way, emergency vehicles and the like can be preferentially set as charging targets or excluded from discharging targets.

Next, in step S7, the equipment control unit 21 confirms whether the building load power predicted in step S1 exceeds the demand target value stored in the demand setting storage unit 26. If it exceeds (YES), the process proceeds to step S8, and if it does not exceed (NO), the process proceeds to step S10.

Next, in step S8, the demand control unit 24 calculates the expected excess power amount. For this purpose, the equipment control unit 21 calculates the difference between the building load power amount and the demand target value as the expected excess power amount. Then, the demand control unit 24 notifies the equipment control unit 21 of this expected excess power amount.

Then, in step S9, the equipment control unit 21 generates a control command to start discharging from the electric vehicle having a high discharge priority within a range not exceeding the obtained expected excess power amount. Then, the equipment control unit 21 notifies the electric vehicle charge / discharge control unit 63 of the equipment controller 6 of this control command. As a result, the electric vehicle charge / discharge control unit 63 generates a control signal for discharging. At this time, the discharged electric power is extra used in the equipment of the building 10. Therefore, it is desirable that the equipment control unit 21 generate a control command for increasing the power supply to the air conditioning equipment 8 and the lighting equipment 9. Then, the lighting control unit 61 and the air conditioning control unit 62 that receive such a control command generate a control signal that increases the power consumption such as suppression of energy-saving operation, and the air conditioning equipment 8 and the lighting via the communication I / F 64. It will be output to the equipment 9.

The equipment control unit 21 calculates the surplus capacity by multiplying the difference between the current SOC and the charge request SOC by the battery capacity in order from the electric vehicle having the highest discharge priority. Then, the equipment control unit 21 realizes step S9 by sequentially adding the surplus capacity until the expected excess power amount is reached.

Further, it is desirable that the discharge processing according to the control command generated in step S9 is performed in order from the electric vehicle having the highest discharge priority, but the order is not limited. Since it is sufficient that the electric vehicle to be discharged can be discharged by the excess capacity, the order may be changed from the discharge priority.

Further, in step S10, the equipment control unit 21 determines whether or not there is an electric vehicle that is not fully charged. That is, it is determined whether or not there is an electric vehicle having an SOC of 100% or 90% or more at present. As a result, if there is (YES), the process proceeds to step S11. If not (NO, proceed to step S13.

Next, in step S11, the demand control unit 24 calculates the chargeable amount for the electric vehicle from the demand target value and the building load power. Specifically, the equipment control unit 21 calculates the demand by the number 3.

Demand = (Demand target value-Building load power) x σ (coefficient) ... (Equation 3)
It should be noted that the coefficient σ is a count for making corrections because the demand alarm may be activated randomly if the battery is charged to the vicinity of the demand target value. Then, the demand control unit 24 notifies the equipment control unit 21 of the chargeable amount.

Then, in step S12, the equipment control unit 21 generates a control command to start charging from the electric vehicle having the highest charge priority within the chargeable amount. Then, the equipment control unit 21 notifies the electric vehicle charge / discharge control unit 63 of the equipment controller 6 of this control command. As a result, the electric vehicle charge / discharge control unit 63 generates a control signal for charging.

The equipment control unit 21 calculates the insufficient capacity by multiplying the difference between the current SOC and the charging request SOC by the battery capacity in order from the electric vehicle having the highest charging priority. Then, the equipment control unit 21 realizes step S12 by sequentially adding the insufficient capacities until the chargeable amount is reached. At this time, the charged electric power cannot be used in the equipment of the building 10. Therefore, it is desirable that the equipment control unit 21 generate a control command for suppressing the power supply to the air conditioning equipment 8 and the lighting equipment 9. Then, the lighting control unit 61 and the air conditioning control unit 62 that receive such a control command generate a control signal that suppresses the use of electric power such as energy-saving operation, and the air conditioning equipment 8 and the lighting equipment 9 are generated via the communication I / F64. Will be output to.

Further, it is desirable that the charging process according to the control command generated in step S12 is performed in order from the electric vehicle having the highest charging priority, but the order is not limited. As long as the electric vehicle to be charged can be charged by the insufficient capacity, the order may be changed from the charging priority.

Finally, in step S13, the equipment control unit 21 ends the process without creating the control government ordinance as described above.

Next, the state of charge / discharge control for the electric vehicle in the present embodiment will be described with reference to FIG. FIG. 8 is a diagram schematically showing the state of peak shift control in FIG. 7.

In the case of FIG. 8, seven electric vehicles are connected to the power control system, and at 9:00, the charge state of all the electric vehicles is 100%. In the case of EV_1, it is scheduled to be used from 9:00 to 11:00, and since it is operated, it cannot be expected as an electric vehicle that can be discharged. Here, from the mileage of the usage information 31 shown in FIG. 4 and the battery capacity and fuel consumption information of the attribute information 32 shown in FIG. 5, it is assumed that the SOC of 20% is used from 9:00 to 11:00. That is, it can be calculated by the above-mentioned number 1.

In this example, the assumed used SOC plus 20% SOC as a spare is used as the charging request SOC, and in the case of EV_1, 40% SOC must be left by the start of use at 9:00.

Similarly, since the assumed use SOC from 14:00 to 16:00 is 20%, the charge request SOC at 14:00 is 40%. Here, when the charge request SOC is used from 9:00 to 11:00, the SOC of the electric vehicle at 11:00 at the time of return is 60%. Therefore, there is a surplus electric power equivalent to 20% of SOC in the time zone from 11:00 to 14:00 when there is no plan to use it, and it can be expected as the electric power that can be discharged. In the same way, the surplus power for each time zone is obtained from the schedule of other electric vehicles, and the total surplus power is obtained.

Next, with reference to FIG. 9, demand control, that is, control when the power demand amount of the equipment of the building 10 increases and the power supply and demand becomes tight will be described. That is, control is performed to cover the shortage of electric power in the building 10 by discharging the electric power to the electric vehicle. FIG. 9 shows a flowchart showing a processing procedure for demand control used in one embodiment of the present invention.

First, as a premise, the demand alarm unit 22 periodically monitors the power meter 1 to determine whether the amount of power used reaches a predetermined threshold value. Then, when it is detected in step S101 that the demand alarm unit 22 has reached a predetermined threshold value, a demand alarm is generated. That is, the transition to demand control is performed.

Next, in step S2, the charge / discharge determination unit 23 acquires the SOC of each electric vehicle to be operated connected via the electric vehicle charge / discharger 7, as the current SOC.

Next, in step S103, the charge / discharge determination unit 23 acquires the usage information 31 and the attribute information 32 of the electric vehicle scheduler system 3. Further, it is desirable that the charge / discharge determination unit 23 acquires traffic information and weather information in a time zone corresponding to usage information from the traffic information system 4 and the weather information system 5, respectively.

Next, in step S104, the charge / discharge determination unit 23 calculates the charge request SOC using the current SOC and the acquired usage information 31. This is the same process as the above-mentioned step step S4.

Next, in step S105, the charge / discharge determination unit 23 compares the current SOC of each electric vehicle with the charge request SOC within a certain period of time. Here, it is desirable to use a time that is likely to have a fixed schedule, such as within several hours, as the time after a certain period of time. That is, if the schedule is not fixed, the charging request SOC is also undecided, and it is considered that appropriate charge / discharge control for the electric vehicle is difficult. As a result, if the SOC is currently large (YES), the process proceeds to step S107. If the SOC is not large at present (NO), the process proceeds to step S106.

Next, in step S106, the charge / discharge determination unit 23 excludes the electric vehicle from the discharge target, and determines the next electric vehicle in step S105.

Further, in step S107, the demand control unit 24 obtains the total surplus power in a plurality of electric vehicles. That is, in step S105, the charge / discharge determination unit 23 calculates the difference between the charge request SOC and the current SOC in each electric vehicle targeted for discharge, and sets the total value of these differences as the total surplus power. Then, the demand control unit 24 notifies the charge / discharge determination unit 23 of this total surplus power.

Next, in step S108, the charge / discharge determination unit 23 obtains the discharge priority. This content is the same as in step S6. That is, the charge / discharge determination unit 23 calculates using the ratio and difference between the current SOC and the charge request SOC. Since the details are the same as in step S6, the details will be omitted. However, in step S108, the charge priority may be obtained by the same method as in step S6, and the reverse order may be used as the discharge priority.

Next, in step S109, the same processing as in step S9 is executed. That is, the discharge control of the electric vehicle according to the discharge priority is executed.

As a result of this discharge, the amount of power supply increases. Therefore, in step S110, the charge / discharge determination unit 23 confirms with the demand alarm unit 22 whether the demand alarm has been canceled. As a result, if the demand alarm is canceled (YES), the process proceeds to step S111, and if it is not canceled (NO), the process proceeds to step S112.

Next, in step S111, the equipment control unit 21 issues a control command to the equipment controller 6 to end the discharge, and in response to this, the electric vehicle charge / discharge control unit 63 outputs a control signal to stop the discharge. Then, the discharge in the electric vehicle charger / discharger is completed.

Further, in step S112, the charge / discharge determination unit 23 confirms whether or not there is another electric vehicle having surplus power. If it exists (YES), the process proceeds to step S113, and if it does not exist (NO), the process proceeds to step S114.

Next, in step S113, the discharge control is performed in step S109, which executes the same discharge control as in step S109. The electric vehicle having the next highest discharge priority is subjected to the same discharge control as in step S109.

Further, in step S113, the demand control has not been released, and there is no other electric vehicle having surplus electric power. Therefore, in step S113, the process shifts to demand control using the demand control unit 24. That is, the equipment control unit 21 issues a control command to the equipment controller 6, controls the lighting control unit 61 and the air conditioning control unit 62, and shifts to demand control by equipment control for the air conditioning equipment 8 and the lighting equipment 9. This suppresses the use of electric power in the building 10.

In the above embodiment, charge / discharge control is performed using the electric vehicle schedule data, but even if charge / discharge control is performed by utilizing wireless data linkage with the electric vehicle in order to perform more accurate control. good. Further, in the present embodiment, the electric vehicle is charged / discharged from the electric vehicle charging / discharging device connected on the power control system, but external charging / discharging may also be considered.

According to the above embodiment, by performing charge / discharge control that effectively utilizes the surplus electric power of the electric vehicle, demand control and peak shift control for equipment such as buildings become possible.

1 ... power meter, 2 ... power control processing device, 3 ... electric vehicle scheduler system, 4 ... traffic information system, 5 ... weather information system, 6 ... equipment controller, 7 ... electric vehicle charger / discharger, 8 ... air conditioning equipment , 9 ... Lighting equipment, 10 ... Building

Claims (8)

In a power control system that controls charging and discharging of multiple electric vehicles
A schedule input unit that accepts usage schedules for each of the plurality of electric vehicles,
Based on the schedule of the received electric vehicle, a charge / discharge determination unit for determining whether the batteries of the plurality of electric vehicles need to be charged or whether the battery can be discharged from the battery, and a charge / discharge determination unit.
An electric vehicle that is determined to need to be charged by the charge / discharge determination unit is provided with a charge control unit that obtains a charge priority based on the start time of use of the electric vehicle and the required charge capacity, and charges according to the charge priority. Power control system that enables. Building equipment including air conditioning equipment and lighting equipment is connected to the power control system.
An electric vehicle that is determined to be capable of discharging by the charge / discharge determination unit is provided with a discharge control unit that obtains a discharge priority based on the dischargeable capacity of the electric vehicle.
The power control system according to claim 1, wherein the building equipment can be discharged according to a charging method according to the discharge priority. It also has an external information receiving unit that receives at least traffic information and weather information.
The electric power according to claim 1, wherein the charge / discharge determination unit determines whether the battery of the electric vehicle needs to be charged or can be discharged based on the traffic information and the weather information received by the external information receiving unit. Control system. Further, a demand control unit for managing the chargeable amount that can be used for charging in the electric vehicle is further provided.
The power control system according to claim 2, wherein the charge control unit determines a charge start time and a charge method within a range not exceeding the chargeable amount received from the demand control unit. The demand control unit manages the expected excess power amount with respect to the power consumption amount in the building equipment.
The power control system according to claim 4, wherein the discharge control unit determines a discharge start time and a discharge method for discharging from the electric vehicle within a range not exceeding the expected excess power amount received from the demand control unit. The electric power control system includes a storage unit that stores priority information indicating the use priority of the electric vehicle.
The power control system according to claim 1, wherein the charge control unit selects an electric vehicle to be charged based on the priority information. The power control system according to claim 2, wherein the charge control unit obtains the charge priority for an electric vehicle determined to be charged by the charge / discharge determination unit and an electric vehicle determined to be capable of discharging. The charge control unit determines the charge start time and the charge method from the electric vehicle having the highest charge priority.
The power control system according to claim 2, wherein the discharge control unit determines a discharge start time and a discharge method from the electric vehicle having a high discharge priority.

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