JP2013130963A - Charging system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a charging system for realizing service of a quick and accurate charging aid for a vehicle which requires charging.SOLUTION: A server 3 of a charging system receives information about charging and discharging from communicators 12, 22 of a plurality of vehicles 1, 2, and extracts, from the plurality of vehicles 1, 2, a charging requiring vehicle 2 which requires the charging and power dispatchable vehicles 1 which transmit information indicating that power dispatching can be performed to another vehicle. The server 3 collates information about a charging request of the charging requiring vehicle 2 with the information about the power dispatching of the power dispatchable vehicles 1, and selects a power dispatching vehicle which satisfies a conformity condition from the power dispatchable vehicles 1. The server 3 transmits information about the power dispatching vehicle to the charging requiring vehicle 2, and checks with the power dispatching vehicle regarding whether or not the power dispatching to the charging requiring vehicle 2 can be performed.

Description

  The present invention relates to a charging system that provides a charging service to an electric vehicle.

  Patent Document 1 is a system for relieving an electric vehicle so that the vehicle cannot run on a road due to a shortage of remaining electricity. The conventional system stores information including a vehicle ID, a remaining battery charge, and a vehicle position, and receives an in-vehicle terminal of an electric traveling vehicle including a transmission / reception device, information from the in-vehicle terminal, An operation management center that provides a charging service to the vehicle, and a power supply vehicle that charges the electric vehicle along with the charging service.

  As the first step, the operation management center warns the electric vehicle to which the information has been sent that the remaining battery power is low and displays the nearest charging station on the navigation to charge the vehicle. Guide to the stand. Furthermore, as a second stage, the operation management center issues an emergency warning to the electric vehicle when there is no charging station in the range where the electric vehicle can travel, and sets the power supply time and power supply location by the dedicated power supply vehicle. invite. Then, the operation management center transmits information on the power supply target vehicle, the power supply location, and the power supply time to the power supply vehicle, and commands the dispatch for power supply. The power supply vehicle that has received the command arrives at the power supply target vehicle and supplies power.

JP 2000-102102 A

  However, in the above-described conventional technology, a charging remedy service is provided by guiding the nearest charging station to a power supply target vehicle or by directing a dedicated power supply vehicle. If there is a need for charging, there is no nearest charging station, and there is no dedicated vehicle for power supply that can be rescued nearby. In addition, when electric vehicles are generalized and are in widespread use, charging stations and dedicated vehicles are not always deployed in all areas, and areas where good charging relief services can be received. It is inevitable that there are other areas. In other words, the conventional technology is a system highly dependent on infrastructure development.

  Therefore, the present invention has been made in view of the above problems, and an object of the present invention is to provide a charging system that realizes a quick and accurate charging relief service for a vehicle that requires charging.

In order to achieve the above object, the present invention employs the following technical means. That is, claim 1 charges the battery (10, 20) and discharges the electric power stored in the battery to the outside, and the transmitter / receiver (12) wirelessly communicating with the outside. , 12A, 22, 22A), and a charging request vehicle that has received information on charging and discharging from a plurality of vehicle transmission / reception devices and requested charging from among the plurality of vehicles. (2) and a charging rescue center (3) for extracting a power-carryable vehicle (1) that has transmitted information that can be fed to another vehicle, and an invention relating to a charging system comprising:
The Charging Relief Center compares the information on the charging request of the charge requesting vehicle including the current position information with the information on the power supply implementation of the power supplyable vehicle including the current position information, and satisfies the applicable condition from among the power supplyable vehicles. Selecting the power supply vehicle (1A), transmitting information about the power supply vehicle to the charge requesting vehicle, and confirming whether the power supply vehicle can supply power to the charge requesting vehicle. Features.

  According to the present invention, any vehicle having surplus power and having a charge / discharge function can be a power feeding vehicle. For this reason, it is possible to provide more charge relief opportunities for a charge request vehicle in a trouble state due to a shortage of electric power on the road or the like. In addition, it is possible to provide a stable charge relief service based on the mutual assistance spirit of vehicle users even in regions where it is difficult to deploy expensive power supply vehicles or charging stations. In addition, it is possible to provide a charging system that is effective even in situations where there are many occasions when a dedicated vehicle for power supply is dispatched and a power supply standby state frequently occurs. Therefore, it is possible to obtain a charging system that realizes a quick and accurate charging remedy service for a charging request vehicle.

  According to claim 2, when the driver (5) of the vehicle capable of supplying power turns off the power of the vehicle, the vehicle transmits information related to power supply when the power is off to the portable terminal (50) of the driver. Information that can supply power to other vehicles is transmitted from the portable terminal to the charging rescue center.

  According to the present invention, when the driver of the vehicle is away from the vehicle and is absent, the mobile terminal owned by the driver promptly provides information to the charging rescue center that the vehicle is a power supplyable vehicle. It becomes possible to implement using. As a result, the charging system can be used quickly and accurately, and the number of situations in which the charging relief service can be used effectively can be increased. A highly effective system can be provided.

According to claim 3, when the driver (5) of the power supplyable vehicle turns off the power of the vehicle, the vehicle drives the information related to the power supply when the power is off and the information transmitted from the charging rescue center. To the user ’s mobile device (50)
An answer to the charge rescue center for confirming whether or not power supply to the charge request vehicle is possible is transmitted from the portable terminal to the charge rescue center.

  According to the present invention, when the driver of the vehicle is away from the vehicle and is absent, the charging rescue center is promptly provided with information indicating that the vehicle is a power supplyable vehicle, and a response request from the charging rescue center is provided. It is possible to carry out a quick reply to a vehicle using a mobile terminal owned by the driver. As a result, the charging system can be used quickly and accurately, and the number of situations in which the charging relief service can be used effectively can be increased. A highly effective system can be provided.

  According to claim 4, the charging rescue center (3) calculates the matching rate obtained using a predetermined arithmetic expression for each power supplyable vehicle, and feeds the highest vehicle among the calculated matching rates. It is selected as a car.

  According to the present invention, it is possible to select a highly effective power supply vehicle by introducing a concept of a matching rate by performing a matching determination between information from a charge requesting vehicle and information from a power supplyable vehicle. it can.

  According to claim 5, the charging rescue center (3) calculates the collation rate obtained using a predetermined arithmetic expression for each power supplyable vehicle, ranks the calculated collation rate, and ranks the ranking higher. It is characterized in that it is confirmed whether or not power supply to the charging request vehicle is possible in order from the vehicle. According to the present invention, it is possible to provide the selection of a power supply candidate with high reliability and convincing for a charge request vehicle.

  According to claim 6, the charging rescue center (3) calculates a verification rate obtained using a predetermined arithmetic expression for each power supplyable vehicle, and a verification rate that is less than a predetermined value among the calculated verification rates. The information on the vehicle that can be supplied with power is transmitted to the charge requesting vehicle.

  According to this invention, even if it is a power supplyable vehicle that does not satisfy the predetermined verification rate with respect to the charge requesting vehicle, many options can be provided by providing information to the charge requesting vehicle. It can provide a service with a sense of security and convincing for vehicles that demand charging.

  According to claim 7, the calculation formula for calculating the collation rate includes the distance traveled when the power-supplyable vehicle travels from the current location to the target planned location after supplying power to the charging request vehicle, and the destination planned location directly from the current location. A detour rate calculated by dividing by the travel distance traveled when traveling up to is used. According to the present invention, by introducing the detour rate into the concept of the verification rate, it is possible to select a highly effective power supply vehicle.

  According to claim 8, in the calculation formula for obtaining the verification rate, the electric power calculated by dividing the surplus electric power that can be supplied to the charge requesting car by the electric power required by the charge requesting car. It is characterized by using a quantity margin.

  According to the present invention, a highly effective power supply vehicle can be selected by introducing a power margin into the concept of a verification rate.

According to claim 9, the vehicle transmission / reception device (12A, 22A) has a direct communication function capable of communicating between communication devices without going through a communication base station or access point,
When the communication with the charging rescue center is unsatisfactory or impossible, the transmitting / receiving device (12A, 22A) communicates with other vehicles using the direct communication function, and shares information regarding the charging request and information regarding the power supply. It is characterized by doing.

  According to the present invention, for example, when a charge request vehicle falls short of power in an area where an access point, a communication base station, etc. are not detected, or when a server of the charging rescue center goes down for some reason, direct communication It is possible to communicate directly with other vehicles by using a transmitting / receiving device having a function. Therefore, the charging request vehicle can directly communicate with the transmission / reception device of the power supplyable vehicle even in a situation where the server cannot be accessed. As a result, the charge request vehicle can receive a charge relief service from another vehicle, and therefore, it is possible to provide a charging system that increases the number of situations in which the charge relief service can be effectively used.

  According to the tenth aspect, the charging rescue center (3) gives points as a reward to the power supply vehicle (1A) that has completed power supply to the charge requesting vehicle. According to the present invention, an incentive to participate in a mutual assistance activity works for a power supplyable vehicle, which can contribute to the activation of a charge relief service.

  In addition, the code | symbol in the bracket | parenthesis of each said means shows the correspondence with the specific means of embodiment mentioned later, and does not limit the technical scope of this invention.

It is a block diagram of the charging system which concerns on 1st Embodiment to which this invention is applied, and has shown the relationship of each part at the time of charge request generation | occurrence | production. In 1st Embodiment, it is a figure which shows the relationship between the electric power feeding implementation vehicle at the time of charge relief, and a charge request vehicle. It is a flowchart which shows the process sequence of control of the charge relief service in the charging system of 1st Embodiment. It is the flowchart which showed the process sequence of step 50 in control of a charge relief service. It is a block diagram of the charge system which concerns on 2nd Embodiment to which this invention is applied, and has shown the relationship of each part at the time of charge request generation | occurrence | production. It is a block diagram of the charging system which concerns on 3rd Embodiment to which this invention is applied, and has shown the relationship of each part performed when communication with a server is unsatisfactory. It is a flowchart which shows the process sequence of control of the charge relief service in the charging system of 4th Embodiment to which this invention is applied.

  A plurality of modes for carrying out the present invention will be described below with reference to the drawings. In each embodiment, parts corresponding to the matters described in the preceding embodiment may be denoted by the same reference numerals, and redundant description may be omitted. When only a part of the configuration is described in each mode, the other modes described above can be applied to the other parts of the configuration. Not only combinations of parts that clearly indicate that the combination is possible in each embodiment, but also a combination of the embodiments even if they are not clearly specified unless there is a problem with the combination. It is also possible.

  The charging system according to the present invention can smoothly charge and supply power between a plurality of vehicles including, for example, an electric vehicle (EV), a plug-in hybrid vehicle (PHV) that runs by driving a motor and an engine, and the like. Provide support services. The charging system is not limited to a dedicated power supply vehicle for electric vehicles that require charging (hereinafter also referred to as charge request vehicles), especially in the popularization period of electric vehicles such as EVs. This is a system that can quickly and accurately supply the amount of surplus electricity stored in the electric vehicle. Therefore, a plurality of vehicles participating in the charging system service can receive a good charging relief service even when charging is requested in an area where infrastructure related to charging facilities is not sufficient.

  In addition, a plurality of vehicles participating in the charging system service may be charge request vehicles that require charging or may be power supplyable vehicles that supply power to the charge request vehicles. You can be in any position at any time by communicating with. In other words, the plurality of vehicles are in a give-and-take (mutual assistance) relationship by being able to be in both charge-side and power-supply-side positions.

(First embodiment)
Below, 1st Embodiment is described with reference to FIGS. FIG. 1 is a configuration diagram of a charging system according to the first embodiment, and a charging request is made from a certain vehicle among a plurality of vehicles existing in an area communicable with a server 3 that functions as a charging rescue center. The relationship of each part when the electric power feeding possible information is transmitted from another vehicle is shown. FIG. 2 is a diagram illustrating a relationship between the power supply execution vehicle 1A and the charge request vehicle 2 at the time of charge relief. In the first embodiment, an example in which charging and power feeding are performed between electric vehicles will be described.

  An electric vehicle is a vehicle that travels by driving a vehicle driving motor using electric power. This electric vehicle is mainly composed of a battery for high electric power, a motor that is a motor for driving a vehicle, an inverter, a charger / discharger, and a V2G adapter communication device. A plurality of vehicles participating in the service of the charging system are roughly divided into a power supplyable vehicle 1 and a charge requesting vehicle 2. As shown in FIG. 1, the power supplyable vehicle 1 supplies power to the charge requesting vehicle 2. The charging request vehicle 2 is a vehicle on the side that requires charging.

  The batteries 10 and 20 are constituted by an assembled battery in which a plurality of single cells are connected in series. As each unit cell, for example, a nickel metal hydride battery, a lithium ion battery, or the like can be used.

  The motors 14 and 24 are, for example, permanent magnet synchronous motors that are mainly composed of a rotor and a stator, and in which a plurality of phase windings star-connected around a neutral point are wound around the stator. . The motors 14 and 24 generate power by rotating the rotor by the supplied AC power, and drive the driving wheels of the vehicle by transmitting this power.

  In the case of a hybrid vehicle, the motor is a three-phase AC motor generator having both functions of an electric motor and a generator. One end portion of the rotation shaft of the motor generator is directly connected to the output shaft of the internal combustion engine, and the other end portion is mechanically connected to the drive wheels via the transmission. The motor generator functions as an electric motor that provides the driving force required for the driving wheels by controlling the rotational speed and the driving torque when supplied with electric power converted and adjusted. The motor generator functions as a generator that generates alternating-current regenerative power when it is rotationally driven by the driving force from the drive wheels during deceleration.

  Inverters 15 and 25 convert DC power from batteries 10 and 20 into AC power, and supply the converted AC power to motors 14 and 24. The input sides of the inverters 15 and 25 are connected to the batteries 10 and 20 via a high power system power line, and the output sides thereof are connected to the phase windings of the motors 14 and 24. The inverters 15 and 25 include an inverter circuit composed of a plurality of semiconductor switches, for example, switching elements such as transistors such as IGBTs, and perform power conversion by controlling the switching operation of each semiconductor switch. Capacitors for smoothing the power from the batteries 10 and 20 are connected in parallel between the input sides of the inverters 15 and 25, specifically, between the batteries 10 and 20 and the inverter circuit.

  In addition to the high-power batteries 10 and 20, the electric vehicle includes a sub-battery having a lower voltage than the batteries 10 and 20, for example, 12V. The sub-battery functions as a power source for various electrical components mounted on the electric vehicle. The sub-battery can be charged with power by being fed from the batteries 10 and 20 via the DC-DC converter. In addition, various types of load devices are mounted on the electric vehicle, and the load devices are mainly driven using electric power stored in the sub-battery. The load equipment includes an air conditioner, a navigation device, a lighting device, an electric power steering unit, and other auxiliary machines.

  The chargers / dischargers 11 and 21 control charging of the batteries 10 and 20 and discharging to the outside. The chargers / dischargers 11 and 21 control open / close states of various relays provided on the power supply line during charging and discharging. The charger / discharger 21 of the charge request vehicle 2 has a DC-DC conversion function of charging the battery 20 by adjusting the amount of DC power output by the charger / discharger 11 of the power supply vehicle 1A.

  The chargers / dischargers 11 and 21 acquire the remaining electricity amount of the batteries 10 and 20 calculated based on the detection data from the current sensor and the voltage sensor. The remaining amount of electricity is continuously calculated while the ignition switch of the electric vehicle is turned on. It is calculated by the charger / discharger 11, 21 itself or the battery ECU communicating with the charger / discharger 11, 21. In addition, the electric vehicle is equipped with a vehicle integrated ECU that has a function of controlling the vehicle in an integrated manner, and the vehicle integrated ECU performs various processes relating to traveling of the vehicle. The vehicle integrated ECU 6 is connected to the chargers / dischargers 11, 21, and the like via, for example, an in-vehicle LAN such as CAN, and can communicate with the chargers / dischargers 11, 21 and the V2G adapter communication devices 12, 22.

  The V2G adapter communication devices 12 and 22 (hereinafter, also referred to as communication devices 12 and 22) exchange power between the vehicle and the grid (power network), charge, power supply, and communication between the vehicle and the vehicle. It is a device that enables communication with an external network or the like. The chargers / dischargers 11 and 21 control charging and discharging based on various information received by the V2G adapter communication device 12 from an external charging station or other vehicles.

  The communication device 12 and the communication device 22 are transmission / reception devices that can wirelessly communicate with an external server 3 connected to an external network by data communication or mobile communication using a data communication module. The communication device 22 of the charge requesting vehicle 2 that requests charging from another vehicle transmits rescue request information to the external server 3 via a base station antenna, an access point, or the like. Rescue request information is determined automatically or manually, for example, by the driver of the charge requesting vehicle 2 operating the display screen of the navigation device and directly inputting or selecting the information. The data is transmitted to the server 3 quickly by the data communication function 22. The rescue request information transmitted by the charge requesting vehicle 2 is the current location of the vehicle, the required power amount, the allowable waiting time, and the like.

  The communication device 22 of the vehicle 1 that can supply power to another vehicle transmits power supply support information to the external server 3 via a base station antenna, an access point, or the like. The power supply support information is determined automatically or manually, for example, by the driver of the power supplyable vehicle 1 operating the display screen of the navigation device and directly selecting or selecting the information. The data is quickly transmitted to the server 3 by the 12 data communication functions. The power supply support information includes the current location of the vehicle, the planned destination for the future, the surplus power that can be supplied, and the like.

  In other words, the server 3 receives various information relating to charging and feeding from a large number of vehicles having transmission / reception devices, receives information relating to the vehicle 1 that can be fed, and can feed the charging request vehicle 2 that matches the rescue request information. A charging remedy service that transmits information on the car 1 and the like to resolve the power shortage state is provided. The server 3 has a recording device that records information related to charging sent from the communication device 22 of the charge requesting vehicle 2 and information related to power feeding sent from the communication device 12 of the vehicle 1 that can supply power, and has various arithmetic programs and charging relief. And an arithmetic device that controls the service.

  FIG. 2 is a diagram illustrating a relationship between the power supply execution vehicle 1A and the charge request vehicle 2 at the time of charge relief. The electric vehicle includes charging connectors 13 and 23 that can be connected to an external quick charger in order to charge the batteries 10 and 20. The quick charger is one of the facilities provided as an infrastructure for charging an electric vehicle, and is called a charging stand, for example. By connecting a quick charger to the charging connectors 13 and 23 via a contact type connector, the batteries 10 and 20 can be charged in a short time. The quick charger, for example, has a performance capable of charging up to about 80% of the batteries 10 and 20 with a few tens of minutes by using a 200 V three-phase alternating current as an input and outputting direct-current power with a maximum output of 50 kW.

  The charging connectors 13 and 23 are composed of a power transmission system connector and a communication system connector. The power transmission system connector is connected to an end of a line derived from a branch point between the batteries 10 and 20 and the inverters 15 and 25 in the charging line and the high power system power line, and the power transmission system connector of the quick charger is By being connected, a part of a strong electric system path from the quick charger to the batteries 10 and 20 is formed. The communication system connector is connected to the chargers / dischargers 11 and 21 via the low-power system power line and the communication line. A path for communicating with the charger is configured.

  In addition to functioning as a charging connector for the quick charger, the charging connectors 13 and 23 also function as a connector for connecting the charging cable 4 when charging between vehicles. For this reason, the chargers / dischargers 11 and 21 are switched between the normal mode in which charging is performed from the quick charger and the inter-vehicle charging mode in which charging is performed between vehicles, as an operation mode when charging the batteries 10 and 20. It is configured to be possible. The chargers / dischargers 11 and 21 operate in the normal mode when charging with the quick charger is recognized. In this normal mode, the chargers / dischargers 11 and 21 perform a relay opening / closing operation in response to an instruction from the quick charger. The chargers / dischargers 11 and 21 operate in an inter-vehicle charging mode when recognizing charging between vehicles using an identification signal or the like. In this inter-vehicle charging mode, the chargers / dischargers 11 and 21 perform a relay opening / closing operation in response to an instruction from the quick charger.

  The charging cable 4 is a cable including a high power system power cable, a communication cable, and a weak power system power cable. At both ends of the charging cable 4, connectors 4 a that can be connected to the charging connectors 13 and 23 of the electric vehicle are provided. The charging cable 4 is one of the electrical components that are pre-installed in the electric vehicle.

  Next, control of the charge relief service performed in the charging system will be described with reference to FIGS. 3 and 4. FIG. 3 is a flowchart showing a processing procedure for controlling the charge relief service. FIG. 4 is a flowchart showing the processing procedure of step 50 in the control of the charge relief service. The control of the charge relief service shown in FIGS. 3 and 4 is performed mainly by the server 3.

  First, in step 10, information related to the charging request transmitted from the charging request vehicle 2 to the server 3 (hereinafter also referred to as rescue request information) is collected at any time and registered in the database of the storage device. The rescue request information includes the current position information of the charge requesting vehicle 2, the required charge amount information, the waiting time information that can be waited until the start of charging, and the incentive information that is given to the power supply vehicle 1A after the completion of the charge relief. It is. The incentive information is, for example, information on how much reward points are given for receiving some service or shopping. The amount of charge required is, for example, the amount of power required to travel to the nearest charging station. The incentive is given by, for example, the charge requesting vehicle 2 that receives the benefit of the charge relief service, and the server 3 that is an example of a relief center that manages and operates the charge relief service.

  Similarly, in step 20, information on the power supply execution transmitted from the power supplyable vehicle 1 to the server 3 is collected at any time and registered in the database of the storage device. The power supply relief information includes current position information of the power supplyable vehicle 1, planned destination information going forward, surplus power amount information that can be supplied, time information that may be spent for power supply, detour rate tolerance value information, and allowable degree of freedom information , The incentive you want.

  The surplus power amount is, for example, a value obtained by subtracting the amount of power to be used from the current power storage amount until it arrives at the intended destination after the power supply is performed. The detour rate is the distance traveled when the power-carryable vehicle 1 travels from the current location to the planned destination after power is supplied to the charge requesting vehicle 2 and travels when traveling directly from the current location to the intended destination. Calculated by dividing by. The allowable degree of freedom information is, for example, information on how much the calculated verification rate is to accept the relief request.

  In step 30, it is determined whether there is power supply relief information that matches the rescue request information.

The verification items for determining matching are, for example, (1) that the detour rate when power feeding is performed is smaller than the allowable value,
(2) The estimated arrival time of the power supplyable vehicle 1 is earlier than the standby allowable time of the charge requesting vehicle 2;
(3) The surplus power amount of the power supplyable vehicle 1 is larger than the necessary charge amount of the charge requesting vehicle 2,
(4) Satisfy the desired incentive on the car 1 side that can be fed,
It is.

  If it is determined as NO in step 30, the process proceeds to step 100, and the alternative relief service information is transmitted to the charge requesting vehicle 2. The alternative relief service is, for example, provision of power supply dedicated vehicle information, guidance for road relief service providers such as JAF, and the like. This is because, even in a situation where the charge relief service from another general vehicle cannot be received, if there is another service that can be rescued, it is possible to support the charge requesting vehicle 2 by notifying this. The power supply dedicated vehicle information includes the time required for the power supply dedicated vehicle to arrive at the current location of the charge requesting vehicle 2, the number of power supply dedicated vehicles that can be relieved, and the like.

  After step 100, the server 3 determines in step 110 whether or not there is a charge relief service stop command from the charge requesting vehicle 2. If there is no stop command, the process returns to step 10, and if there is a stop command, this control is terminated.

  On the other hand, if YES is determined in step 30, it is determined whether or not there are a plurality of matching data (step 40). If there is only one matching data, it is determined as NO in step 40, this one is extracted as a power supply candidate vehicle, and the process proceeds to step 60. If it is determined in step 40 that there are a plurality of cases, data indicating the highest matching rate is extracted from the plurality of cases in step 50. The specific process of step 50 will be described later. Step 50 is also a priority determination algorithm for prioritizing collation rates.

  Next, in step 60, the server 3 transmits a confirmation as to whether or not to finally accept the extracted power supply candidate vehicle, and determines whether or not the final approval of the power supply candidate vehicle is OK. This is for confirming whether a person who is registered in the charging rescue center (server 3) as a power supplyable vehicle 1 is actually in a state where power can be supplied. This is because there may be a situation where power supply cannot be performed due to changes in circumstances after registration. If it is determined in step 60 that the final approval is OK, various information (including a unique management number, a vehicle number, a mobile phone number, etc.) relating to the charging request vehicle is transmitted, and in step 70, the charging request vehicle 2 is transmitted. The rescue schedule information related to the power feeding vehicle 1A is transmitted and notified, and this control is finished. Then, the power supply execution vehicle 1A heads for the charging request vehicle 2 with the current position, the unique management number, the vehicle number, the mobile phone number, etc. of the charging request vehicle 2 as a clue. The charge request vehicle 2 waits for the arrival of the power supply vehicle 1A, and receives the power supply service after arrival.

  If it is determined in step 60 that the final approval cannot be obtained, the server 3 executes a process of transmitting a notification of withdrawal of the final approval confirmation to the power supply candidate and deleting it from the power supply candidate list in step 62. Next, it is determined whether the matching data determined in step 30 still remains (step 64). If there is any remaining matching data, the process returns to step 40; otherwise, the process proceeds to step 100, and the subsequent processing is executed.

  Next, a specific processing procedure of step 50 (priority determination algorithm) will be described. As shown in FIG. 4, the server 3 first executes a process of narrowing down to the power supplyable vehicles 1 in the same area as the current position of the charge requesting vehicle 2 as a first stage in step 501. Next, in step 502, as a second stage, a process for narrowing the power-supplyable vehicle 1 using the detour rate is executed. In this step, the process of narrowing down to the power supplyable vehicle 1 in which the allowable value of the bypassing rate permitted by the power supplyable vehicle 1 is larger than the actual bypassing rate predicted when the power supply is performed is executed.

  Next, in step 503, as a third stage, a process of narrowing down to the power supplyable vehicle 1 that arrives at the charge requesting vehicle 2 earlier than the standby allowable time of the charge requesting vehicle 2 is executed. Next, in step 504, as a fourth stage, a process of narrowing the surplus power amount to the power supplyable vehicle 1 that is larger than the power amount required by the charge requesting vehicle 2 is executed. Finally, in step 505, as a fifth stage, collation rates are calculated from the narrowed-down data, ranked in descending order of the numerical values, and deletion of mismatched data of collation rates is executed. The data corresponding to the mismatch of the matching rate is, for example, data in which the calculated matching rate is less than a predetermined determination value or less than a determination value based on the above-described allowable degree of freedom information.

(Equation 1) Verification rate = Delay rate margin × Time margin × Electricity margin (Equation 2) Detour rate margin = Reciprocal of detour rate (Equation 3) Time margin = (Charge request vehicle Allowable standby time-current time ÷ (cars that can be powered)
Estimated arrival time-current time)
(Equation 4) Power margin = (Surplus power of a car that can be fed) ÷ (Required power)
The verification rate can be calculated by the arithmetic expression defined in the above formulas 1 to 4.

  Next, a method for charging between vehicles will be described. First, the arrived power supply execution vehicle 1A and the charge request vehicle 2 are arranged, and for example, the vehicle is put on standby with the ignition switch turned off. At this time, in each vehicle, each relay on the power supply line is controlled to be in an off state. Next, the driver or the like of the power supply vehicle 1 </ b> A engages one connector 4 a of the charging cable 4 with the charging connector 13 of the power supply vehicle 1 </ b> A and also connects the charging connector 23 of the charging request vehicle 2. On the other hand, the other connector 4a of the charging cable 4 is fitted and set in a chargeable state. Then, when the driver or the like turns on the charging start switch, charging between vehicles is started. During charging, various information related to charging, such as necessary power transmitted and received by the communication devices 12 and 22, is communicated to the power supply vehicle 1A side via the communication cable, and from the power supply vehicle 1A via the high power system power cable. Charging is performed on the charging request vehicle 2, and the charging is terminated when the required power amount is reached.

  The effect which the charging system of this embodiment brings is demonstrated. The server 3 of the charging system receives information related to charging and discharging from the communication devices 12 and 22 of the plurality of vehicles 1 and 2, and among the plurality of vehicles 1 and 2, the charging request vehicle 2 that has requested charging and others The power feedable vehicle 1 that has transmitted information that can feed power to the other vehicle is extracted. The server 3 collates information related to the charge request of the charge requesting vehicle 2 with information related to the power supply implementation of the power supplyable vehicle 1, selects the power supply execution vehicle 1A that satisfies the applicable conditions from the power supplyable vehicles 1, and performs the power supply. Information on the vehicle 1A is transmitted to the charge requesting vehicle 2 and at the same time, whether or not the power supply vehicle 1A can supply power to the charge requesting vehicle 2 is checked.

  According to the charging system of the present embodiment, all electric vehicles in the world having surplus power and having a charge / discharge function can be the power supply vehicle 1A. For this reason, it is possible to provide more charging relief opportunities to the charging request vehicle 2 in a trouble state due to a shortage of electric power on the road or the like. In addition, it is possible to provide a stable charge relief service based on the spirit of mutual assistance of electric vehicle users even in regions where it is difficult to deploy expensive power supply vehicles or charging stations. Furthermore, it can be a useful service even in situations where there are many occasions when a dedicated vehicle for power supply is dispatched and the power supply standby state frequently occurs. Therefore, according to the charging system of the present embodiment, it is possible to promote the spread of electric vehicles and realize an effective service.

  In addition, the server 3 calculates a verification rate obtained using a predetermined arithmetic expression for each power supplyable vehicle 1 and selects the highest vehicle among the calculated verification rates as the power supply execution vehicle 1A. According to this, by selecting the matching rate between the information from the charging request vehicle 2 and the information from the power supplyable vehicle 1 by introducing the concept of the collation rate, it is possible to select a highly effective power supply vehicle 1A. To do.

  Further, the server 3 calculates a collation rate obtained using a predetermined arithmetic expression for each power supplyable vehicle 1, ranks the calculated collation rates, and sequentially requests the charge requesting vehicle 2 from the vehicle with the highest ranking. Confirm whether or not the power can be supplied. According to this, for the user of the charge requesting vehicle 2, it is possible to provide selection of a power supply candidate with high reliability and convincing.

  In addition, the server 3 calculates a verification rate obtained using a predetermined arithmetic expression for each power-supplyable vehicle 1, and the power-supplyable vehicle 1 corresponding to a verification rate that does not satisfy a predetermined value among the calculated verification rates. Is transmitted to the charge requesting vehicle 2. According to this, even if the power supply capable vehicle 1 does not satisfy the predetermined verification rate with respect to the charge requesting vehicle 2, it is possible to provide many options by providing information to the charge requesting vehicle 2. Therefore, it is possible to provide a service with a sense of security and high convincing for the user of the charging request vehicle 2.

  In addition, in the calculation formula for obtaining the verification rate, the distance traveled when the power-suppliable vehicle 1 travels from the current location to the target vehicle after supplying power to the charge requesting vehicle 2 is directly traveled from the current location to the intended location. In this case, the detour rate calculated by dividing by the travel distance traveled is used. According to this, by introducing the detour rate into the concept of the collation rate, it is possible to select the highly efficient power supply vehicle 1A.

  Further, in the calculation formula for obtaining the verification rate, the amount of electric power calculated by dividing the surplus electric power that can be supplied to the charge requesting vehicle 2 by the electric vehicle 1 that can be supplied with the electric power required by the charge requesting vehicle 2. Use margin. According to this, by introducing the power amount margin into the concept of the collation rate, it is possible to realize the selection of the highly effective power supply vehicle 1A.

  Further, the server 3 or the charge request vehicle 2 gives points as a reward to the power supply execution vehicle 1A that has completed the power supply to the charge request vehicle 2. As a result, an incentive to participate in mutual assistance activities acts on the car 1 that can be fed, so that it is expected that the number of cars that can be fed will increase, and the charge relief service will become active and the effectiveness of the charging system will be increased. Can be improved.

(Second Embodiment)
In the second embodiment, a process related to “control of the charge relief service” in a case where the driver 5 of the electric vehicle has left the vehicle after turning off the vehicle will be described with reference to FIG. FIG. 5 is a configuration diagram of the charging system according to the second embodiment, and shows the relationship of each part when a charging request is generated. In the second embodiment, components denoted by the same reference numerals as those in the drawing according to the first embodiment, configurations not described, and control are the same as those in the first embodiment, and have the same operational effects. Only portions different from the first embodiment will be described below.

  As shown in FIG. 5, in the charging system of the second embodiment, when the electric vehicle driver 5 or the like turns off the vehicle power (for example, turns off the ignition switch) and leaves the vehicle, Information (operation schedule information, power supply remedy information such as surplus electric power), etc., etc. are transmitted to the mobile terminal 50 of the driver 5. That is, the electric vehicle synchronizes with the portable terminal 50 owned by the driver 5, and both share the information. The electric vehicle transmits information related to the vehicle, power supply support information, a response to the “final approval confirmation to the power supply candidate vehicle (step 60)” from the server 3 by the car navigation device 16 in information communication with the communication device 12. . Specifically, the portable terminal 50 can synchronously manage the latest information regarding the vehicles owned by the electric vehicle by using application software for managing the vehicle operation schedule information.

  When the driver 5 such as the owner of the power supply candidate vehicle is turning off the vehicle, information cannot be transmitted to the server 3 by the driver 5 via the communication device 12. A quick response via the communication device 12 to “confirmation of final approval of candidate vehicle (step 60)” is impossible. Therefore, the electric vehicle driver 5 or the like can hold the latest information about the vehicle when the vehicle is getting off the mobile terminal 50 in synchronization with the vehicle, and after leaving the vehicle, the mobile terminal 50 communicates with the server 3. It becomes possible to communicate information on power supply relief between the two.

  Next, control of the charge relief service in the charging system of the second embodiment will be described. The control of this charge relief service is basically the same as the flowchart shown in FIG. 3, but there are steps in which specific processing is partially different. Hereinafter, steps different from those in the first embodiment will be described.

  In the process corresponding to step 20 in FIG. 3, the server 3 adds the information described in the first embodiment as the power supply relief information registered in the database of the storage device, and the driver 5 who has left the vehicle Returning to step S1, the scheduled start time for starting the movement in order to start power feeding is registered. That is, the driver 5 or the like transmits the scheduled movement start time to the server 3 as one of power supply relief information.

Further, in the determination process corresponding to step 30 in FIG. 3, the server 3 changes the “matching item (2) for determining matching to (2A) below” described in the first embodiment. .
(2A) The estimated arrival time estimated from the estimated movement start time of the power supplyable vehicle 1 is earlier than the standby allowable time of the charge requesting vehicle 2.

  According to the second embodiment described above, when the electric vehicle driver 5 or the like turns off the power of the vehicle and is away from the vehicle and is absent, the server 3 is quickly notified that the vehicle 1 can be powered. It is possible to use the portable terminal 50 owned by the driver 5 or the like to provide the information or to promptly respond to the response request from the server 3. As a result, the charging system can be used smoothly, and the number of situations where the charging relief service can be effectively used can be increased.

  For example, if the power supply candidate vehicle cannot be relieved or is delayed due to various circumstances after the final remediation confirmation from the server 3, the driver 5 quickly improves the situation with respect to the server 3 by the portable terminal 50. be able to. Then, the server 3 can quickly execute necessary processing by performing matching processing again in order to execute the charge relief service. In addition, the charging request vehicle 2 sends a status confirmation request to the server 3 when there is no communication from the power supply vehicle 1A and does not arrive at the estimated arrival time, and the server 3 It is possible to promptly reply to the charge requesting vehicle 2 about the status of non-rescue or rescue delay transmitted by the portable terminal 50 from the power supply candidate vehicle side.

(Third embodiment)
In the third embodiment, referring to FIG. 6, a process related to “control of charge remedy service” in a case where the charge requesting vehicle 2 becomes insufficient in an area where the access point cannot be detected and cannot access the server 3. explain. FIG. 6 is a configuration diagram of the charging system according to the third embodiment, and shows the relationship of each part performed when communication with the server 3 is not successful. In 3rd Embodiment, the component which attached | subjected the same code | symbol as drawing based on 1st Embodiment, the structure which is not demonstrated, and control are the same as that of 1st Embodiment, and there exists the same effect. Only portions different from the first embodiment will be described below.

  As shown in FIG. 6, in the charging system of the third embodiment, the V2G adapter communication devices 12A and 22A of the electric vehicle can communicate with each other without using a communication base station or access point. Have When the communication with the server 3 is malfunctioning or impossible, the V2G adapter communication devices 12A and 22A communicate with the communication device of another vehicle using the direct communication function, and rescue request information, power supply relief information, Share

  In mountainous areas, remote areas, etc., there are cases where the maintenance and communication state of the access point is not sufficient, and the communication between the electric vehicle and the server 3 via the access point is unsatisfactory. Therefore, the V2G adapter communication device 12A, 22A of the electric vehicle uses a direct communication function (for example, 3G / D2D communication, Wi-Fi / Direct, etc.) between communication terminals, and does not pass through the server 3 and transmits radio waves. Direct communication between vehicles within reach. Furthermore, the V2G adapter communication devices 12A and 22A have software for executing “matching determination” in step 30 and step 50 and “priority determination algorithm” in FIG. 4 described in the first embodiment. . Accordingly, the V2G adapter communication devices 12A and 22A themselves can perform the same matching and determination function of a power supply candidate vehicle as the server 3.

  In the third embodiment, the communication vehicle starts when the powered vehicle detects and responds to a discovery signal (beacon signal) transmitted by a vehicle with insufficient power at regular intervals, and the “rescue request signal” of the charge request vehicle By returning a “charging support response signal”, the vehicle capable of supplying power can provide a matching service equivalent to the case where the server 3 of the charging rescue center is interposed.

  According to the third embodiment described above, when the charge requesting vehicle 2 falls short of the power amount in an area where the access point cannot be detected, the communication device 22A having the direct communication function can directly supply power to the communication device 12A of the vehicle 1. Can communicate. As a result, even if the charging request vehicle 2 is in an area where the server 3 cannot be accessed, the charging remedy service can be received from other vehicles, so the number of situations where the charging remedy service can be effectively used increases. , The effectiveness of the charging system is improved.

  Further, according to the charging system of the third embodiment, since the rescue operation of the charging request vehicle 2 can be performed even when the server 3 and the infrastructure related thereto are down, for example, disaster such as earthquake, typhoon, heavy snowfall, etc. It is possible to provide a system that is resistant to accidents caused by such factors.

(Fourth embodiment)
The fourth embodiment can be applied to the charging systems of the first to third embodiments, and an algorithm for switching control between charging communication with a normal charging station and vehicle-to-vehicle V2V communication in an emergency is shown in FIG. Therefore, it explains. The charge relief service is controlled mainly by the charge request vehicle 2. First, the charging request vehicle 2 executes an SDP (SECC Discover Protocol) communication issuance process in Step 1. In other words, the charging request vehicle 2 transmits SDP communication at regular intervals by the V2G adapter communication device 22A, and performs communication to find SECC (charging station communication device).

  Next, in step 2, the charging request vehicle 2 determines whether or not there is a response signal from the charging station communication device. If it is determined in step 2 that the response signal has been confirmed, the process proceeds to step 2A, and the charging request vehicle 2 shifts to a normal V2G communication mode (normal charging communication mode with the charging station) in which the charging request vehicle 2 communicates with the charging station communication device. Then, in order for the charging request vehicle 2 to receive a power supply service from the charging stand, the normal V2G communication mode is performed.

  If the charge request vehicle 2 determines that the response signal cannot be confirmed in step 2, the charging request vehicle 2 executes a process of watching on the communication bus for several seconds to several tens of seconds in step 3. In step 4, it is determined whether or not SDP communication other than the own station has been detected.

  If it is determined in step 4 that SDP communication from a station other than the local station has been detected, there is a high possibility that the V2V communication mode in an emergency in which the charge requesting vehicle 2 communicates with another vehicle has started, and a normal communication response continues. If so, the process proceeds to step 4A to shift to the emergency V2V communication mode. Then, the emergency V2V communication mode is performed in order for the charging request vehicle 2 to receive the power supply relief service from the other power supply capable vehicle 1.

  As described above, in the control of the charge relief service according to the fourth embodiment, the V2G adapter communication device 22A communicates with the communication device of the charging station during normal times, but configures an algorithm that switches to the vehicle-to-vehicle communication mode in an emergency. doing. In other words, the charging request vehicle 2 watches a response signal from another vehicle when a discovery signal for SECC detection is transmitted and a normal response signal cannot be obtained. If the response signal of the other vehicle is obtained, the charge requesting vehicle 2 transmits rescue request information and receives the power supply relief information from the power supplyable vehicle 1. Thereby, vehicle-to-vehicle communication can be carried out.

(Other embodiments)
The preferred embodiments of the present invention have been described above, but the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention. The structure of the said embodiment is an illustration to the last, Comprising: The scope of the present invention is not limited to the range of these description. The scope of the present invention is indicated by the description of the scope of claims, and further includes meanings equivalent to the description of the scope of claims and all modifications within the scope.

  In the above embodiment, in step 505, ranking is further performed by calculating the collation rate from the data narrowed down in previous steps 501 to 504, but the present invention is limited to such a form. It is not a thing. For example, even if the data is leaked from the narrowing down in the previous step 501 to step 504, ranking may be performed by calculating the collation rate and considered as a power supply candidate vehicle.

  Further, in step 505 described in the above embodiment, if the determination value for determining whether or not the collation rate does not match is not reached and the power supply candidate vehicle becomes zero, a power supply candidate vehicle list is created from the data that does not match. Then, a service to be transmitted to the charging request vehicle 2 may be provided. As a result, the charge request vehicle 2 can determine how likely it is to receive the repair service. For example, the charging request vehicle 2 transmits the corrected rescue request information to the server 3 again to increase the possibility of receiving relief, and determines whether it is necessary to call a road rescue service provider at an early stage. Can be. Accordingly, the charging system can provide effective reference information for the charging request vehicle 2.

1 ... Cars that can supply power
1A ... Car that performs power supply 2 ... Charging request car (multiple vehicles)
3 ... Server (Charge Relief Center)
5 ... Driver (vehicle driver)
DESCRIPTION OF SYMBOLS 10,20 ... Battery 11,12 ... Charge / discharger 12,12A, 22,22A ... V2G adapter communication apparatus, communication apparatus (transmission / reception apparatus)
50 ... Mobile terminal

Claims (10)

Charger / discharger (11, 21) for charging the battery (10, 20) and discharging the electric power stored in the battery to the outside, and transmission / reception device (12, 12A, 22, 22A) for wireless communication with the outside A plurality of vehicles (1, 2) having
Information on charging and discharging of the plurality of vehicles from the transmission / reception device is received, and among the plurality of vehicles, information that can supply power to the charge requesting vehicle (2) that has requested charging and other vehicles. A charging system comprising a charge relief center (3) for extracting a vehicle (1) capable of supplying power,
The charging rescue center collates information on the charging request of the charge requesting vehicle including the current position information with information on the power supply implementation of the power supplyable vehicle including the current position information, from among the power supplyable vehicles. A power supply vehicle (1A) that satisfies the applicable conditions is selected, information on the power supply vehicle is transmitted to the charge request vehicle, and whether or not power supply to the charge request vehicle is possible for the power supply vehicle. A charging system characterized by performing confirmation of the above. When the driver (5) of the vehicle capable of supplying power turns off the power of the vehicle, the vehicle transmits information related to power supply when the power is off to the portable terminal (50) of the driver,
The charging system according to claim 1, wherein information that can supply power to the other vehicle is transmitted from the portable terminal to the charging rescue center. When the driver (5) of the vehicle capable of supplying power turns off the power of the vehicle, the vehicle sends information on the power supply when the power is off and information transmitted from the charging rescue center to the driver. Send to mobile device (50),
3. The response to the charging rescue center for confirming whether or not power supply to the charging request vehicle is possible is transmitted from the mobile terminal to the charging rescue center. Charging system.   The charging rescue center (3) calculates a collation rate obtained using a predetermined arithmetic expression for each power supplyable vehicle, and selects the highest vehicle among the calculated collation rates as the power supply vehicle. The charging system according to any one of claims 1 to 3, wherein:   The charging relief center (3) calculates a matching rate obtained using a predetermined arithmetic expression for each power supplyable vehicle, ranks the calculated matching rates, and sequentially orders the vehicles from the highest ranking vehicle. The charging system according to any one of claims 1 to 3, wherein confirmation is made as to whether or not power supply to the charge requesting vehicle is possible.   The charging rescue center (3) calculates a verification rate obtained using a predetermined arithmetic expression for each power supplyable vehicle, and the power supply corresponding to a verification rate that does not satisfy a predetermined value among the calculated verification rates. The charging system according to any one of claims 1 to 5, wherein information on possible vehicles is transmitted to the charging request vehicle.   In the calculation formula for obtaining the verification rate, the power-supplyable vehicle travels from the current location to the planned destination after traveling to the planned destination after supplying power to the charging request vehicle. The charging system according to any one of claims 4 to 6, wherein a detour rate calculated by dividing by a travel distance traveled in the case is used.   In the calculation formula for obtaining the verification rate, an electric energy margin calculated by dividing the surplus electric power that can be supplied to the charge requesting car by the car that can be supplied by the electric power required by the charge requesting car. The charging system according to any one of claims 4 to 7, wherein a degree is used. The vehicle transmission / reception device (12A, 22A) has a direct communication function that allows communication between communication devices without going through a communication base station or access point,
The communication device (12A, 22A) communicates with other vehicles using the direct communication function when communication with the charging rescue center is unsatisfactory or impossible, and performs information on the charging request and the power supply. The charging system according to any one of claims 1 to 8, wherein the charging system is shared.   The said charge relief center (3) gives the point as a reward with respect to the said electric power implementation vehicle (1A) which completed the electric power feeding to the said charge request | requirement vehicle of Claim 1-9 The charging system according to any one of the above.

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