JP2015027164A - Charge/discharge management system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a charge/discharge management system capable of ensuring a target battery life while saving an electricity cost.SOLUTION: A charge/discharge management system (40) for an on-vehicle battery (12) comprises: target battery life setting means (42) for setting a target battery life of the on-vehicle battery on the basis of input of a user; surplus power calculation means (44) which acquires capacity information on the on-vehicle battery, life information on the on-vehicle battery, and power use information on a vehicle, and calculates surplus power capable of being supplied from the on-vehicle battery to a house power system in a period of the set target battery life; charge/discharge pattern calculation means (46) which acquires power use information on the house power system and information on a power rate for each time zone, and calculates a charge/discharge pattern of the on-vehicle battery so that the surplus power is distributed to time zones preferentially from a time zone having a high power rate; and charge/discharge control means (48) for performing control of charging/discharging the on-vehicle battery according to the calculated charge/discharge pattern.

Description

  The present invention relates to a charge / discharge management system for an in-vehicle battery that is connected to a power supply source outside a vehicle and is charged, and is connected to a power system of a house and discharges to the house power system.

  2. Description of the Related Art Conventionally, an on-vehicle battery charge / discharge management system that is connected to a power supply source outside the vehicle for charging and that is connected to a house power system and discharged to the house power system is disclosed in Patent Document 1. ing.

  In Patent Document 1, the secondary battery (vehicle battery) is charged using the power supplied from the power supply system (power supply source) only during the late-night power charge period. Moreover, when the charge amount of a vehicle-mounted battery exceeds the preset reference | standard residual amount, the battery power of a secondary battery is supplied to the electric power system of a house.

Japanese Patent No. 3758986

  According to Patent Document 1, it is possible to save power charges by charging midnight power to a vehicle battery and supplying power from the vehicle battery to the power system of the house. On the other hand, the life of the on-vehicle battery is shortened by charging and discharging, and the target battery life required by the user cannot be satisfied, that is, the user may not be satisfied.

  In particular, if the battery replacement is required due to the shortened life of the vehicle-mounted battery, there is a risk that the total cost of the battery replacement cost and the house electricity charge may be lost.

  An object of this invention is to provide the charging / discharging management system which can ensure a target battery lifetime, saving an electric power charge in view of the said problem.

  The invention disclosed herein employs the following technical means to achieve the above object. Note that the reference numerals in parentheses described in the claims and in this section indicate a corresponding relationship with specific means described in the embodiments described later as one aspect, and limit the technical scope of the invention. Not what you want.

  One of the disclosed inventions is an in-vehicle battery (12) that is connected to a power supply source (20) outside the vehicle and charged, and is connected to the power system (16) of the house (14) and discharged to the house power system. ), The target battery life setting means (42) for setting the target battery life of the in-vehicle battery based on the input of the user, the capacity information of the in-vehicle battery, the life information of the in-vehicle battery, Vehicle power usage information, and surplus power calculation means (44) for calculating surplus power that can be supplied from the in-vehicle battery to the house power system during the set target battery life period, and power of the house power system Charge / discharge pattern calculation means for obtaining charge / discharge patterns of in-vehicle batteries so as to obtain usage information and power rate information for each time zone and preferentially distribute surplus power from a time zone with a high power rate. 46 When, in accordance with charge and discharge pattern calculated, characterized in that it comprises a charge and discharge control means for controlling the charging and discharging of the in-vehicle battery (48), the.

  According to this, the target battery life is set based on the user's input, and the surplus power distributed from the in-vehicle battery (12) to the house power system (16) is determined so as to ensure this target battery life. . In other words, the discharge to the house power system (16) is controlled so that the target battery life is achieved. Therefore, the target battery life can be ensured.

  In addition, surplus power is preferentially distributed from the time zone when the power rate is high. In this way, since surplus power is supplied to the house power system (16) in a time zone with a high power charge, the power charge can be saved.

It is a figure for demonstrating charging / discharging of a vehicle-mounted battery. It is a figure which shows the structure of the vehicle carrying a charging / discharging management system. It is a figure which shows schematic structure of the charging / discharging management system which concerns on 1st Embodiment. It is a flowchart which shows the process performed with a charging / discharging management system. It is a figure which shows the electric power rate information according to time slot | zone. It is a figure which shows the electric power usage information in a house. It is a flowchart which shows the charging / discharging pattern calculation process of FIG. It is a figure which shows a charging / discharging pattern. It is a figure which shows schematic structure of the charging / discharging management system which concerns on 2nd Embodiment. It is a flowchart which shows the process performed with a charging / discharging management system. It is a figure which shows schematic structure of the charging / discharging management system which concerns on 3rd Embodiment. It is a flowchart which shows the process performed with a charging / discharging management system. It is a figure which shows the electric power usage information of the house electric power system used for the charging / discharging management system which concerns on 4th Embodiment. It is a figure which shows the charging / discharging pattern in case a unit period is one day. It is a figure which shows the charging / discharging pattern obtained by the charging / discharging management system which concerns on 4th Embodiment. It is a flowchart which shows a charging / discharging pattern calculation process among the processes performed with the charging / discharging management system which concerns on 5th Embodiment. It is a flowchart which shows a charging / discharging pattern calculation process among the processes performed with the charging / discharging management system which concerns on 6th Embodiment. It is a figure which shows schematic structure of the charging / discharging management system which concerns on 7th Embodiment. It is a figure which shows the discharge characteristic of the vehicle-mounted battery for every charging / discharging electric current value.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In each embodiment, common or related elements are given the same reference numerals.

(First embodiment)
First, charging / discharging of a vehicle-mounted battery is demonstrated based on FIG.

  As shown in FIG. 1, the vehicle 10 includes an in-vehicle battery 12 for supplying driving power to a motor (not shown). As the vehicle 10, a vehicle that can be charged from the outside of the vehicle and can discharge to the outside of the vehicle, for example, an electric vehicle (EV) or a plug-in hybrid vehicle (PHV) can be adopted. The in-vehicle battery 12 is a DC power source that can be charged and discharged, and for example, a secondary battery such as nickel metal hydride or lithium ion can be employed.

  For example, as shown in FIG. 1, the in-vehicle battery 12 is electrically connected to a power system 16 of the house 14 (hereinafter, referred to as a house power system 16) and a power distribution system 18. In addition, the power supply system 20 is electrically connected to a power network (specifically, a transformer) via the power distribution system 18.

  The power distribution system 18 converts electric power into alternating current and direct current, or performs step-up and step-down. Moreover, the connection of the power supply source 20, the vehicle-mounted battery 12, and the house power system 16 is controlled. The power distribution system 18 may be provided integrally with a smart meter (not shown) of the house 14 or may be provided closer to the power supply source 20 (transformer) than the smart meter. Furthermore, it is good also as a structure provided in the house 14, and the power distribution system 18 is connected with the electric power supply source 20 via the smart meter of the house 14.

  The in-vehicle battery 12 is electrically connected to the power distribution system 18 via a charging facility (not shown). The vehicle 10 receives power supply from the power supply source 20 via the power distribution system 18 and charges the in-vehicle battery 12. On the other hand, during a period of discharging surplus power, which will be described later, surplus power is discharged to the house power system 16 via the power distribution system 18.

  Next, the configuration of the vehicle 10 equipped with the charge / discharge management system will be described with reference to FIG.

  As shown in FIG. 2, the vehicle 10 includes a battery ECU 22, an energy management ECU 24 (hereinafter referred to as an energy management ECU 24), a travel control ECU 26, a navigation system 28, and a gateway 30 in addition to the on-vehicle battery 12 described above.

  The battery ECU 22 monitors (sensing) the state of the in-vehicle battery 12 and calculates the battery state based on information obtained by the monitoring. Moreover, based on the instruction | indication from energy management ECU24, charging / discharging of the vehicle-mounted battery 12 is controlled.

  The energy management ECU 24 is equipped with a charge / discharge management system to be described later. The energy management ECU 24 is mainly configured by a microcomputer including a CPU, a ROM, a RAM, a register, and the like. In the microcomputer, the CPU executes various arithmetic processes while temporarily using the RAM and the register as a storage area based on an input signal or a program stored in the ROM.

  The energy management ECU 24 acquires the power usage information of the house power system 16 via the power distribution system 18. Further, the battery capacity information, battery life information (remaining life), and charging information of the in-vehicle battery 12 are acquired from the battery ECU 22, and the vehicle power usage information is acquired from the travel control ECU 26. Also, user input information is acquired from the navigation system 28. Furthermore, the power rate information for each time zone is acquired via the Internet 34 via the gateway 30 and the router 32 on the house 14 side. And based on these acquired various information, the charging / discharging pattern of the vehicle-mounted battery 12 is calculated so that a power charge can be saved, ensuring the battery life (target battery life) which a user desires. Then, according to the calculated charging / discharging pattern, power is supplied from the power supply source 20 to charge the in-vehicle battery 12, and power is supplied from the in-vehicle battery 12 to the house power system 16 and the power distribution system 16. An instruction signal is output to the system 18.

  Next, a schematic configuration of the charge / discharge management system will be described with reference to FIG.

  As shown in FIG. 3, the charge / discharge management system 40 includes a target battery life setting unit 42, a surplus power calculation unit 44, a charge / discharge pattern calculation unit 46, and a charge / discharge control unit 48. The target battery life setting unit 42 corresponds to the target battery life setting unit described in the claims, and the surplus power calculation unit 44 corresponds to the surplus power calculation unit. The charge / discharge pattern calculation unit 46 corresponds to charge / discharge pattern calculation means, and the charge / discharge control unit 48 corresponds to charge / discharge control means.

  The target battery life setting unit 42 sets the target battery life of the in-vehicle battery 12 based on the user input. In the present embodiment, the charge / discharge pattern control mode SW is displayed on the monitor (display) of the navigation system 28, and when the SW is pressed, a screen for setting the target battery life is displayed. When the user inputs “10 years” on the setting screen, the target battery life setting unit 42 sets 10 years as the target battery life. Based on this, a charge / discharge pattern is calculated.

  The surplus power calculation unit 44 calculates surplus power that can be supplied from the in-vehicle battery 12 to the house power system 16 during the target battery life period set by the target battery life setting unit 42. The surplus power calculation unit 44 acquires battery capacity information stored in advance as specifications of the in-vehicle battery 12 and current battery life information from the battery ECU 22. Further, the power usage information of the vehicle 10 is acquired from the travel control ECU 26. Then, the power consumption of the vehicle 10 during the target battery life period is calculated based on the set target battery life and the acquired power usage information of the vehicle 10. Further, surplus power during the target battery life period is calculated from the power consumption of the vehicle 10 and the acquired battery capacity information and battery life information. In the present embodiment, the surplus power calculation unit 44 calculates surplus power every time the target battery life is set.

  The charge / discharge pattern calculation unit 46 calculates the charge / discharge pattern of the in-vehicle battery 12 so as to preferentially distribute surplus power from the time zone when the power rate is high. For this purpose, the surplus power calculation unit 44 acquires power rate information for each time zone via the Internet 34 as described above. Moreover, the power usage information of the house power system 16 is acquired via the power distribution system 18. Then, a charge / discharge pattern is calculated based on the power rate information for each time zone and the power usage information of the house power system 16.

  In the present embodiment, the charge / discharge pattern calculation unit 46 acquires charge information from the battery ECU 22. For example, the average charging power of charging performed before the current time is acquired as charging information. The charging / discharging pattern calculation unit 46 also calculates the charging / discharging pattern so that charging is performed in a time zone where the power charge is low, taking this average charging power into consideration. Note that the battery capacity information may be used as the charging information. A value (for example, 7 kWh) stored in advance in the memory may be used. The charge / discharge pattern is calculated by the charge / discharge pattern calculation unit 46 every time surplus power is calculated.

  The charge / discharge control unit 48 outputs an instruction signal to the battery ECU 22 and the power distribution system 18 so as to control the charge / discharge of the in-vehicle battery 12 according to the charge / discharge pattern calculated by the charge / discharge pattern calculation unit 46. For example, 4 kWh is discharged from the in-vehicle battery 12 to the house power system 16 between 10:00 and 17:00, and an instruction signal is output so that the house power system 16 is not supplied with power from the power supply source 20 at the time of discharge.

  Next, based on FIGS. 4-8, the process which a charge / discharge management system performs is demonstrated. The series of processes shown in FIG. 4 is executed for each input by the user.

  As described above, when the target battery life is input by the user, as shown in FIG. 4, the target battery life setting unit 42 sets the input value as the target battery life (S10). For example, assume that 10 years is set as the target battery life.

  Next, the surplus power calculation unit 44 obtains the battery capacity (the capacity determined as the battery spec) and the battery life (the remaining life at the present time, in other words, the remaining number of times that can be charged / discharged) from the battery ECU 22. (S12) The power usage information of the vehicle 10 is acquired from the travel control ECU 26 (S14). Then, surplus power is calculated based on the acquired information and the target battery life (S16). In the present embodiment, surplus power per unit period shorter than the target battery life is calculated as surplus power.

  For example, it is assumed that the battery capacity is 10 kWh, the battery life (remaining chargeable / dischargeable number of times) is 3000 cycles, and the power usage of the vehicle 10 is 1000 kWh / year (= 100 cycles / year). Then, since the electric power used by the vehicle 10 is 1000 cycles in the next 10 years, 2000 cycles can be allocated to the house power system 16. Accordingly, surplus power of 20000 kWh for 10 years and about 5.5 kWh per day can be supplied to the house power system 16. This 5.5 kWh / day corresponds to surplus power per unit period. That is, in this embodiment, the unit period is one day.

  Next, the charge / discharge pattern calculation unit 46 acquires power rate information for each time zone via the Internet 34 (S18). Moreover, the charging / discharging pattern calculation part 46 acquires the electric power usage information of the house electric power grid | system 16 from the house 14 side via the power distribution system 18 (S20). Furthermore, the charge / discharge pattern calculation unit 46 acquires charge information (average charge power) from the battery ECU 22 (S22). And based on each acquired information, the process which calculates the charging / discharging pattern of the vehicle-mounted battery 12 is performed (S24).

  Here, the power charge information for each time zone indicates the relationship between the time zone and the power unit price as shown in FIG. In the example shown in FIG. 5, the night time (midnight) from 11:00 PM to 7:00 AM, the morning time zone from 7:00 AM to 10:00 AM, the daytime time zone from 10:00 AM to 5:00 PM, and 5:00 PM to PM11. It is divided into the evening hours until time. However, the unit price is the cheapest at night, the highest during the day, and the same value in the morning and evening, and is between the night and day.

  In addition, as shown in FIG. 6, the power usage information of the house power system 16 indicates the relationship between the above-described time zone (nighttime, morning, daytime, evening) and the power consumption. In the example shown in FIG. 6, it is 2 kWh in the night time zone, 3 kWh in the morning time zone, 4 kWh in the daytime time zone, and 3 kWh in the night time zone.

  Next, the charge / discharge pattern calculation process shown in S24 of FIG. 4 will be described.

  As shown in FIG. 7, first, the charge / discharge pattern calculation unit 46 selects the time zone with the lowest power rate (unit price) from the selectable time zones (S30). In the present embodiment, as described above, the unit period for allocating surplus power is one day. Therefore, the night time zone with the lowest power rate is selected from the above four time zones.

  Next, the charge / discharge pattern calculation unit 46 acquires charge information (average charge power) from the battery ECU 22 and determines whether or not the in-vehicle battery 12 can be fully charged in the selected time zone (S32). If it is determined in S32 that the battery can be fully charged, the charge / discharge pattern calculation unit 46 next selects the time zone with the highest power rate (unit price) from the selectable time zones (S34). In this embodiment, the daytime time zone with the highest power rate is selected from the above four time zones.

  Next, the charge / discharge pattern calculation unit 46 determines whether the surplus power (surplus power per unit period) is larger than the amount of discharge (power consumption of the house power system 16) required in the time period selected in S34. Is determined (S36). In S36, when it is determined that the surplus power is equal to or less than the discharge amount, that is, the surplus power does not remain, the charge / discharge pattern calculation unit 46 sets (calculates) the charge / discharge pattern based on the results of S30 to S36. (S38). For example, as shown in FIG. 8, this charge / discharge pattern shows the relationship between the time zone and the charge / discharge power, more specifically, the relationship between the time and the charge / discharge power (charge / discharge timing in the unit period). The charge / discharge pattern is stored in a rewritable nonvolatile memory. When the target battery life is reset by the user, the charge / discharge pattern is updated.

  If it is determined in S32 that the battery cannot be fully charged, the process returns to S30, and the charge / discharge pattern calculation unit 46 selects the time zone with the lowest power rate (unit price) from the selectable time zones. If the cheapest time zone (nighttime) is selected earlier, the nighttime cannot be selected here, so the cheapest morning time zone or evening of the remaining time zones, ie, selectable time zones, is selected here. Select a time zone. In the present embodiment, in consideration that the vehicle 10 is used, charging is performed at the latest time in the evening time zone.

  If the surplus power is larger than the discharge amount in S36, that is, if surplus power is surplus, the process returns to S34, and the charge / discharge pattern calculation unit 46 has the highest power rate (unit price) from among selectable time zones. Select a time zone. If the highest time zone (daytime) is selected earlier, the daytime cannot be selected here, so the highest morning time zone or evening time among the remaining time zones, ie selectable time zones. Select a time zone. In the present embodiment, considering that the vehicle 10 is used, the discharge is performed at the latest time in the night time zone.

  When the process of S24 ends, as shown in FIG. 4, the charge / discharge control unit 48 controls the in-vehicle battery 12 according to the charge / discharge pattern calculated in S24 (S26). For example, the instruction signal is output to the battery ECU 22 and the power distribution system 18 so that the in-vehicle battery 12 discharges the house power system 16 with a predetermined power at a predetermined time. And when the vehicle 10 is connected to the charging equipment which is not illustrated, battery ECU22 and the power distribution system 18 control charging / discharging of the vehicle-mounted battery 12 according to the said charging / discharging pattern.

  Next, effects of the charge / discharge management system 40 according to the present embodiment will be described.

  According to this embodiment, the target battery life setting unit 42 sets the target battery life according to the user's request based on the user's input. Further, the surplus power calculation unit 44 calculates surplus power that can be distributed from the in-vehicle battery 12 to the house power system 16 so as to ensure the target battery life. And the discharge to the house electric power grid | system 16 is controlled so that a target battery lifetime is achieved. Therefore, the target battery life according to the user's request can be ensured.

  In addition, the charge / discharge pattern calculation unit 46 calculates the charge / discharge pattern so that the surplus power is preferentially distributed from the time zone when the power rate is high. In this way, surplus power is supplied to the house power system 16 in a time zone with a high power charge, so that the power charge can be saved.

  As described above, according to the charge / discharge management system 40 according to the present embodiment, the target battery life can be ensured while saving the power charge.

  Furthermore, the charge / discharge pattern calculation unit 46 calculates the charge / discharge pattern so that the in-vehicle battery 12 is charged in a time zone where the power rate is low. As a result, it is possible to further save power charges.

  Further, the surplus power calculation unit 44 calculates surplus power per unit period shorter than the target battery life as surplus power, and the charge / discharge pattern calculation unit 46 calculates the unit period from the time zone when the power rate is high in the unit period. The charge / discharge pattern of the in-vehicle battery is calculated so as to preferentially distribute the surplus power per unit. According to this, the processing load can be reduced as compared with the case where the charge / discharge pattern is calculated for the entire period of the target battery life.

  In this embodiment, since the unit period is one day, the processing load can be particularly reduced. In particular, as will be described later, when calculating surplus power and charge / discharge patterns for each predetermined period shorter than the target battery life, the deviation between the prediction by the charge / discharge management system 40 and the actual battery life should be reduced. Can do.

  The surplus power and the charge / discharge pattern may be calculated every time the target battery life is set as described above, or every predetermined period (every two hours, every day, etc.) shorter than the target battery life. May be made. When done every predetermined period, the target battery life is stored in a rewritable nonvolatile memory. Based on the target battery life stored in the memory, the current target battery life (the life obtained by subtracting the elapsed time from the target battery life installation date) is calculated, and the surplus power and the charge / discharge pattern are updated. good. This is the same in the following embodiments.

(Second Embodiment)
In the present embodiment, description of parts common to the charge / discharge management system 40 shown in the first embodiment is omitted.

  In the present embodiment, the target battery life setting unit 42 sets a plurality of target battery lives, and the surplus power calculation unit 44 calculates surplus power for each set target battery life. Moreover, the charge / discharge pattern calculation part 46 calculates the charge / discharge pattern of the vehicle-mounted battery 12 for every set target battery life. Further, as shown in FIG. 9, the charge / discharge management system 40 includes a saving fee calculation unit 50, a notification unit 52, and a selection unit 54. The saving fee calculation unit 50 corresponds to the saving fee calculation unit described in the claims, and the notification unit 52 corresponds to the notification unit. The selection unit 54 corresponds to selection means.

  The saving fee calculation unit 50 calculates a saving fee that can be saved by supplying surplus power to the house power system 16 for each set target battery life, in other words, for each charge / discharge pattern. The notification unit 52 notifies the user of the saving fee calculated by the saving fee calculation unit 50 in a selectable manner for each set target battery life. The selection unit 54 selects one of a plurality of charge / discharge patterns as a charge / discharge pattern to be output to the charge / discharge control unit 48 based on a result input by the user upon receiving the notification.

  Next, based on FIG. 10, the process which the charging / discharging management system 40 performs is demonstrated.

  S110 to S124 shown in FIG. 10 are basically the same as S10 to S24 shown in FIG. 4 of the first embodiment. For example, S110 is a number obtained by adding 100 to S10. The differences are that a plurality of target battery lifetimes are set in S110, surplus power is calculated for each target battery lifetime in S116, and a charge / discharge pattern is calculated for each target battery in S124.

  When the charge / discharge pattern is calculated for each target battery life in S124, the saving fee calculation unit 50 supplies surplus power to the house power system 16 for each set target battery life (for each charge / discharge pattern). Calculate the savings that can be saved. The saving fee is calculated, for example, by multiplying the difference between the power rate (unit price) when charging the in-vehicle battery 12 and the power rate in the same time period when surplus power is not supplied by the discharged surplus power. .

  Once the saving fee is calculated, the notification unit 52 next notifies the user of the saving fee for each set target battery life in a selectable manner. In the present embodiment, an instruction signal is output to the navigation system 28 so as to be displayed on the monitor of the navigation system 28.

  Then, a saving fee for each target battery life is displayed on the monitor of the navigation system 28, and when a selection signal for the target battery life (in other words, charge / discharge pattern) is input by the user who sees this display, the selection unit 54 selects one charge / discharge pattern from a plurality according to the selection signal (S130). The charge / discharge control unit 48 controls the charge / discharge of the in-vehicle battery 12 according to the selected charge / discharge pattern (S132).

  Next, effects of the charge / discharge management system 40 according to the present embodiment will be described.

  According to the present embodiment, in addition to the effects described in the first embodiment, the user can be notified of the saving fee for each target battery life and can select the charge / discharge pattern. Therefore, a charge / discharge pattern according to the user's preference can be set. In other words, the user can be satisfied with the battery life and the power charge.

  In the present embodiment, the user is notified of the saving fee for each target battery life, and the user selects the target battery life (charge / discharge pattern). Accordingly, a plurality of target battery lifetimes may be input by the user, and the target battery lifetime setting unit 42 may set a plurality of target battery lifetimes based on the input multiple values. In addition, when the user inputs a charge / discharge pattern calculation instruction, the target battery life setting unit 42 reads a plurality of target battery lives stored in advance in the memory, May be set. This is the same in the third embodiment.

(Third embodiment)
In the present embodiment, the description of the parts common to the charge / discharge management system 40 shown in the above embodiment is omitted.

  In the present embodiment, as in the second embodiment, the target battery life setting unit 42 sets a plurality of target battery lifetimes, and the surplus power calculation unit 44 calculates surplus power for each set target battery life. Moreover, the charge / discharge pattern calculation part 46 calculates the charge / discharge pattern of the vehicle-mounted battery 12 for every set target battery life. Furthermore, as shown in FIG. 11, the charge / discharge management system 40 includes a target vehicle life setting unit 56, a total fee calculation unit 58, and a selection unit 60. The target vehicle life setting unit 56 corresponds to the target vehicle life setting unit described in the claims, and the total fee calculation unit 58 corresponds to the total fee calculation unit. The selection unit 60 corresponds to selection means.

  The target vehicle life setting unit 56 sets a target life (target vehicle life) of the vehicle 10 based on, for example, user input. In the present embodiment, the above-described charge / discharge pattern control mode SW is displayed on the monitor of the navigation system 28, and when the SW is pressed, a screen for setting the target battery life and the target vehicle life is displayed. When the user inputs “15 years” on the setting screen, the target vehicle life setting unit 56 sets 15 years as the target vehicle life.

  The total charge calculation unit 58 calculates a saving fee that can be saved by the supply of surplus power for each target battery life set by the target battery life setting unit 42, acquires information on the replacement cost of the in-vehicle battery 12, and saves Calculate the total charge by subtracting the replacement cost from the charge. When the target vehicle life is longer than the target battery life, it is necessary to replace the in-vehicle battery 12 at least once. In this embodiment, the total cost (total Profit).

  The selection unit 60 selects a charge / discharge pattern with a target battery life that gives the highest total charge from among a plurality of charge / discharge patterns.

  Next, based on FIG. 12, the process which the charging / discharging management system 40 performs is demonstrated.

  As described above, when the target vehicle life is input by the user, as shown in FIG. 12, the target vehicle life setting unit 56 sets the input value as the target vehicle life (S200).

  S210 to S226 are the same as S110 to S126 shown in FIG. 10 of the second embodiment. For example, S210 is a number obtained by adding 100 to S110. The difference is that in S226, instead of the saving fee calculation unit 50, the total fee calculation unit 58 calculates the saving fee.

  When the saving fee is calculated in S126, the total fee calculating unit 58 acquires replacement cost information of the in-vehicle battery 12 via, for example, the Internet 34 (S238). The total charge calculation unit 58 calculates a total charge for each vehicle life by subtracting the value obtained by multiplying the replacement cost by the number of replacements from the saving charge calculated in S126 for those whose target battery life is shorter than the target vehicle life. (S230).

  Next, the selection unit 60 selects a charge / discharge pattern having the highest total charge, that is, the highest total profit, from the plurality of charge / discharge patterns (S232). And the charging / discharging control part 48 controls charging / discharging of the vehicle-mounted battery 12 according to the selected charging / discharging pattern (S234).

  Next, effects of the charge / discharge management system 40 according to the present embodiment will be described.

  According to the present embodiment, in addition to the effects described in the first embodiment, the total charge (total profit) including the battery replacement cost is maximized on the premise that the vehicle life required by the user is achieved. A discharge pattern is selected. For this reason, the user's profit can be maximized in consideration of not only the saving fee by supplying the surplus power of the in-vehicle battery 12 to the house power system 16 but also the battery replacement.

(Fourth embodiment)
In the present embodiment, description of parts common to the charge / discharge management system 40 shown in the first embodiment is omitted.

  The present embodiment is characterized in that the unit period, which is a unit for distributing surplus power, is set to a plurality of days instead of one day in the first embodiment. Specifically, an example for one week is shown. About the structure of the charging / discharging management system 40, and the process to perform, it is the same as that of 1st Embodiment (refer FIG.3,4,7).

  In the example shown in FIG. 13, the amount of power used in the daytime time zone of the house power system 16 is greatly different between weekdays and holidays. In the other night time, morning time, and night time, the power consumption is the same on weekdays and holidays.

  Here, as in the first embodiment, the surplus power per day is set to 5.5 kWh. In addition, the power charge for each time zone is the same as that in the first embodiment (see FIG. 5), and the battery capacity is 10 kWh as in the first embodiment.

  Assuming that the unit period is one day, 5.5 kWh is distributed every day. Therefore, as shown in FIG. 14, in the case of weekdays, the charge / discharge pattern is set to 1 kWh during the daytime when the power rate is the highest, and surplus power Therefore, the next highest electricity rate is 3 kWh in the night time zone and 1.5 kWh in the morning time zone. The morning time zone may be prioritized over the evening time zone, but the evening time zone is prioritized in consideration of the use of the vehicle 10.

  In the case of a holiday, as shown in FIG. 14, all surplus power is discharged at 5.5 kWh in the daytime hours when the power rate is the highest. Therefore, during holidays, only 5.5 kWh can be compensated from the in-vehicle battery 12 side with respect to the power consumption of 12 kWh during the daytime.

  On the other hand, when the unit period is one week, 38.5 kwh is distributed in one week. In addition, surplus power can be preferentially distributed during the daytime when the power rate is the highest on a weekly basis. However, since electric power exceeding the battery capacity of 10 kWh cannot be discharged, as shown in FIG. 15, 10 kWh equal to the battery capacity is discharged during the daytime hours on holidays. In addition, during the daytime hours on weekdays, 1 kWh, which is equal to the power consumption, is discharged. In this way, 25 kWh is preferentially distributed for the daytime period of one week. In addition, what is necessary is just to make it discharge the electric power equal to an electric power consumption, when the electric power usage in the daytime hours of a holiday does not exceed battery capacity.

  And, since there is a surplus of 13.5 kWh in surplus power, surplus power is distributed in the next time zone with the highest power rate. In the example shown in FIG. 15, it is assumed that 2.7 kWh is discharged every evening on weekdays. The weekday morning time zone may be given priority over the weekday evening time zone. Furthermore, priority may be given to holiday evening hours and morning hours. In FIG. 15, in consideration of the fact that the vehicle 10 is used in the morning time zone or in the evening time zone of holidays, priority is given to the evening time zone on weekdays.

  Next, effects of the charge / discharge management system 40 according to the present embodiment will be described.

  According to the present embodiment, surplus power can be adjusted across days in order to discharge as much as possible in a time zone where the effect of the saving fee is large. Therefore, in addition to the effects described in the first embodiment, it is possible to further save power charges.

(Fifth embodiment)
In the present embodiment, description of parts common to the charge / discharge management system 40 shown in the first embodiment is omitted.

  In the present embodiment, the surplus power and the charge / discharge pattern are calculated every predetermined period (for example, every two hours) shorter than the target battery life, for example. And the charging / discharging pattern calculation part 46 acquires the electric power usage information of the house electric power grid | system 16 every 2 hours via the power distribution system 18, as shown to FIG. 4 (S20) of 1st Embodiment. And based on the acquired electric power usage information, as shown in FIG. 16, a charging / discharging pattern calculation process is performed.

  The flowchart shown in FIG. 16 is obtained by adding S40, S42, and S44 to FIG. After the end of S32, the charge / discharge pattern calculation unit 46 determines whether the current time is a morning time zone or a daytime zone on weekdays (S40). And if it determines with it being a morning time slot | zone or a daytime slot | zone, the charge / discharge pattern calculation part 46 will use the power usage amount of the house electric power grid | system 16 at normal time (for example, average value of the same time slot | zone). It is determined whether it is larger than (S42).

  And in S42, if it determines with the electric power consumption of the house electric power grid | system 16 being larger than normal time, the charging / discharging pattern calculation part 46 will determine that there will be no discharge after that day (today) (S44). . And the charging / discharging pattern of the vehicle-mounted battery 12 is set so that it may not discharge to the house electric power grid | system 16 (S38).

  If it is determined in S40 that the current time is not a morning time zone or a daytime zone on weekdays, the process proceeds to S34, and the subsequent processing is executed. If it is determined in S42 that the power usage amount of the house power system 16 is not larger than the normal power usage amount, the process proceeds to S34 and the subsequent processing is executed.

  Next, effects of the charge / discharge management system 40 according to the present embodiment will be described.

  When there is a large amount of electric power used on weekday mornings or noon, there is a possibility of using the vehicle 10 when going out because the person is supposed to be away from work and is at home (for example, taking a holiday). According to the present embodiment, the vehicle 10 can be used even in such a case.

(Sixth embodiment)
In the present embodiment, description of parts common to the charge / discharge management system 40 shown in the first embodiment is omitted.

  In the present embodiment, although not shown, the charge / discharge pattern calculation unit 46 acquires the user's going-out schedule information from the house 14 side, for example, a personal computer, for example, via the power distribution system 18. And the charging / discharging pattern calculation part 46 calculates a charging / discharging pattern so that it may not discharge to the house electric power grid | system 16 on a user's going out date.

  For example, FIG. 17 shows an example in which the user's going-out schedule is taken into account when calculating the charge / discharge pattern for each day shorter than the target battery life. The flowchart shown in FIG. 17 is obtained by adding S46 and S48 to FIG. After the end of S32, the charge / discharge pattern calculation unit 46 determines whether or not today is a scheduled date for going out (S46). And if it determines with it being a going-out scheduled date, the charging / discharging pattern calculation part 46 will determine that there is no today's discharge (S48). And the charging / discharging pattern of the vehicle-mounted battery 12 is set so that it may not discharge to the house electric power grid | system 16 (S38).

  If it is determined in S46 that the current day is not a scheduled date for going out, the process proceeds to S34, and the subsequent processing is executed.

  Next, effects of the charge / discharge management system 40 according to the present embodiment will be described.

  According to the present embodiment, the going-out schedule information can be acquired by the calendar tool of the personal computer, and the power used by the vehicle 10 for going out can be ensured. That is, it is possible to ensure the target battery life and save the power charge while performing fine charge / discharge control according to the user's schedule.

  In addition, about the going-out schedule, you may input with the apparatus which can be connected to the internet, such as the navigation system 28, the user interface of HEMS by the side of the house 14, and a smart phone.

(Seventh embodiment)
In the present embodiment, description of parts common to the charge / discharge management system 40 shown in the first embodiment is omitted.

  In the present embodiment, the charge / discharge management system 40 includes a counting unit 62 that counts the number of charge / discharge cycles of the in-vehicle battery 12 as shown in FIG. The counting unit 62 acquires the charge / discharge current value of the in-vehicle battery 12 from a current sensor (not shown), and corrects the number of charge / discharge cycles according to the charge / discharge current value. Then, the surplus power calculation unit 44 acquires the corrected remaining cycle number as the life information of the in-vehicle battery 12. The remaining number of cycles is obtained by subtracting the number of cycles in which charging / discharging was actually performed from the number of cycles that can be charged / discharged initially. In FIG. 18, only a part of the charge / discharge management system 40 is shown for convenience.

By the way, the electric power which can be discharged in 1 cycle of charging / discharging changes with the value of charging / discharging electric current. FIG. 19 shows the discharge characteristics of the in-vehicle battery 12 for each charge / discharge current value as an example. Therefore, the counting unit 62 corrects the number of charge / discharge cycles based on the charge / discharge current value. At this time, the following equation is used. The discharge amount is the amount of power that can be discharged at each current value.
(Equation 1) Number of charge / discharge cycles = k × discharge amount / battery capacity For example, assume that the battery capacity can be discharged by 9 kWh per cycle with a charge / discharge current of 10 kWh and 5 A. In this case, k = 10/9 = 1.11. Similarly, assuming that a cycle of 10 kWh can be discharged with a charge / discharge current of 2.5 A, k = 1. Furthermore, if it is possible to discharge 11 kWh in one cycle with a charge / discharge current of 0.5 A, k = 0.91. The relationship between the constant k and the charge / discharge current value is stored in advance in the memory, and the counting unit 62 corrects the number of charge / discharge cycles from the measured charge / discharge current value and the opposite k value.

  Next, effects of the charge / discharge management system 40 according to the present embodiment will be described.

  According to this embodiment, the number of charge / discharge cycles can be corrected according to the charge / discharge current value. Therefore, surplus power can be calculated more accurately. That is, the difference between the actual battery life and the target vehicle life can be reduced.

  In addition to the charge / discharge current value, the electric power that can be discharged in one cycle varies depending on the temperature of the in-vehicle battery 12. Therefore, the number of charge / discharge cycles may be corrected based on the temperature.

  Moreover, although the charging / discharging management system 40 showed the example which has the counting part 62, in battery ECU22, the number of charging / discharging cycles is correct | amended by charging / discharging electric current value and temperature, and a correction value calculates surplus electric power of the charging / discharging management system 40. It may be input to the unit 44.

  The preferred embodiments of the present invention have been described above. However, 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.

  Not only the energy management ECU 24 but also a part of the charge / discharge management system 40 may be mounted on the battery ECU 22. For example, the counting unit 62 described above may be configured in the battery ECU 22, and the charge / discharge management system 40 may be configured including the counting unit 62. Further, the battery ECU 22 and the energy management ECU 24 can be configured as one ECU.

  When the vehicle 10 is a new vehicle, since the driving history (power usage information) of the vehicle is not accumulated, for example, the user may input the power usage information, or obtain the power usage information of the vehicle before changing It may be used. Furthermore, you may acquire the average value of the same vehicle type via the internet 34, for example.

  The input from the user is not limited to the navigation system 28, and may be made by a device that can be connected to the Internet, such as a HEMS user interface on the house 14 side, a dealer or repair shop of the vehicle 10, or a smartphone.

  Moreover, the charge / discharge pattern was calculated, and the results of charging / discharging the in-vehicle battery 12 based on the calculated charge / discharge pattern (the battery life used, the running amount during the life, the power to the house power system 16 during the life) The supply amount, the saving fee, etc.) may be notified to the user. This makes it easier for the user to reset (review) the target battery life.

  In summer and winter, power consumption increases due to the use of air conditioners. Therefore, you may acquire the electric power usage information of the vehicle for every season.

DESCRIPTION OF SYMBOLS 10 ... Vehicle, 12 ... Car-mounted battery, 14 ... House, 16 ... House electric power system, 18 ... Power distribution system, 20 ... Power supply source, 22 ... Battery ECU, 24 ... Enemane ECU, 26 ... Running control ECU, 28 ... Navigation system, 30 ... Gateway, 32 ... Router, 34 ... Internet, 40 ... Charge / discharge management system, 42. ..Target battery life setting unit, 44 ... surplus power calculation unit, 46 ... charge / discharge pattern calculation unit, 48 ... charge / discharge control unit, 50 ... saving charge calculation unit, 52 ... notification , 54... Selection unit, 56... Target vehicle life setting unit, 58... Total charge calculation unit, 60.

Claims (9)

A charge / discharge management system for an in-vehicle battery (12) connected to a power supply source (20) outside the vehicle and charged, and connected to a power system (16) of a house (14) to discharge to the house power system. There,
A target battery life setting means (42) for setting a target battery life of the in-vehicle battery based on a user input;
Capacitance information of the in-vehicle battery, life information of the in-vehicle battery, and power usage information of the vehicle can be acquired and supplied from the in-vehicle battery to the house power system during the set target battery life period Surplus power calculation means (44) for calculating a surplus power,
The power usage information of the house power system and the power rate information for each time zone are obtained, and the charge / discharge pattern of the in-vehicle battery is set so as to preferentially distribute the surplus power from a time zone with a high power rate. Charge / discharge pattern calculating means (46) for calculating;
Charge / discharge control means (48) for controlling charge / discharge of the in-vehicle battery according to the calculated charge / discharge pattern;
A charge / discharge management system comprising: The target battery life setting means (42) sets a plurality of the target battery life,
The surplus power calculating means (44) calculates the surplus power for each set target battery life,
The charge / discharge pattern calculation means (46) calculates a charge / discharge pattern of the vehicle battery (12) for each set target battery life,
Saving fee calculation means (50) for calculating a saving fee that can be saved by supplying the surplus power for each set target battery life;
Notification means (52) for notifying the user of the saving fee for each of the set target battery lifetimes;
Selection means (54) for selecting one of the plurality of charge / discharge patterns as a charge / discharge pattern to be output to the charge / discharge control means based on a result input by the user in response to the notification;
The charge / discharge management system according to claim 1, further comprising: The target battery life setting means (42) sets a plurality of the target battery life,
The surplus power calculating means (44) calculates the surplus power for each set target battery life,
The charge / discharge pattern calculation means (46) calculates a charge / discharge pattern of the vehicle battery (12) for each set target battery life,
Target vehicle life setting means (56) for setting a target vehicle life of the vehicle;
For each set target battery life, a saving fee that can be saved by supplying the surplus power is calculated, information on the replacement cost of the in-vehicle battery is obtained, and a total fee obtained by subtracting the replacement cost from the saving fee Comprehensive charge calculating means (58) for calculating,
A selection means (60) for selecting the charge / discharge pattern of the target battery life with the highest overall charge as a charge / discharge pattern to be output to the charge / discharge control means from among the plurality of charge / discharge patterns;
The charge / discharge management system according to claim 1, further comprising: The surplus power calculating means (44) calculates surplus power per unit period shorter than the target battery life as the surplus power,
The charge / discharge pattern calculation means (46) calculates the charge / discharge pattern of the in-vehicle battery so as to preferentially distribute surplus power per unit period from a time zone with a high power rate in the unit period. The charge / discharge management system according to any one of claims 1 to 3.   The charge / discharge management system according to claim 4, wherein the unit period is one day.   The charge / discharge management system according to claim 4, wherein the unit period is a plurality of days.   Based on the power usage information of the house power system (16), the charge / discharge pattern calculation means (46) is configured to use the house power system when the amount of power used in the morning or daytime hours on weekdays is larger than normal. The charge / discharge management system according to claim 1, wherein a charge / discharge pattern of the on-vehicle battery (12) is calculated so as not to discharge the battery.   The charging / discharging pattern calculation means (46) acquires the user's going-out schedule information and charges / discharges the in-vehicle battery (12) so as not to discharge the house power system (16) on the scheduled date of going out of the user. The charge / discharge management system according to claim 1, wherein a pattern is calculated. A counting means (62) for counting the number of charge / discharge cycles of the in-vehicle battery (12);
The counting means corrects the number of charge / discharge cycles according to the temperature of the on-vehicle battery and the charge / discharge current value,
The charge / discharge management system according to any one of claims 1 to 8, wherein the surplus power calculation means acquires the corrected number of remaining cycles as the life information of the in-vehicle battery.

Images