JP2014075903A - Charging control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a charging control device for making it possible to charge a plurality of vehicles while suppressing charging costs.SOLUTION: A charging control device 300 comprises a control unit 313 which: determines charging priority for a plurality of vehicles connected to the charging control device on the basis of respective connection time, states of charging of respective batteries, rating of respective power storage devices, respective departure time, and respective required charging amount of the plurality of vehicles; and creates a charging schedule for the plurality of vehicles on the basis of the charging priority, reception power prediction information providing a prediction value of reception power of an external power supply for a use other than charging, and power billing information on the external power supply. The control unit 313 creates the charging schedule so that charging for the plurality of vehicles is executed so as to prioritize a time zone having inexpensive power billing.

Description

  The present invention relates to a charge control device, and more particularly to a charge control device that charges a plurality of vehicles equipped with a charge device from an external power source.

Considering the regulations in recent years of CO ₂ emissions, and homes with multiple units of electric vehicles and CO ₂ emissions is small plug-in hybrid vehicles that do not emit CO _2, parking of these vehicles gather collective housing and public stationed It is expected that a system for charging a plurality of vehicles will be provided in a parking lot or the like.

  When charging in such a place, the arrival time of the vehicle, the required charge amount, and the scheduled departure time are different for each vehicle, and there is a restriction that the contracted electric energy amount with the electric power company cannot be exceeded. If not satisfied, there will be vehicles that are not fully charged by the scheduled departure time.

  Conventionally, as a charge control device for this type of electric vehicle, for example, Patent Document 1 describes that there is a high possibility that the vehicle can be used when the user wants to use the vehicle, and charging can be performed within the contract power with the electric power company. A charge control device has been proposed. In this device, charging is performed preferentially for vehicles whose scheduled departure time is within a predetermined time range.

  On the other hand, as another example of determining the priority order, Non-Patent Document 1 describes charging in such a way that the total power consumption due to the concentration of vehicles does not exceed the prescribed limit and all scheduled departure times of the vehicles are satisfied. A system has been proposed. In this system, a priority order calculation is performed based on several factors such as a vehicle, a power storage device, and a customer level, and a charging order is calculated.

Japanese Patent No. 4333798

SAE Technical Paper 2012-01-0201, 2012, "A Low-Cost, Scalable, Real-Time Scheduling Method for Charging Plug-in Electric Vehicles"

  In the conventional charging control device, the allocation of charging is determined by the power margin, the charging capacity of the vehicle, and the scheduled departure time information by sequential processing at predetermined time intervals, so that the power cost is not necessarily the lowest. There is a problem that charging is not performed and charging costs are increased.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a charging control device that can charge a plurality of vehicles while suppressing charging costs.

  An aspect of the charge control device according to the present invention is a charge control device that controls charging of the battery from an external power source that supplies commercial power to a plurality of vehicles that travel using power charged in the battery as a drive source. The charging control device is based on each connection time of the plurality of vehicles connected to itself, a storage state of each battery, a rating of each storage device, each departure time, and each required charge amount. Determining the charging priority for the plurality of vehicles, and based on the charging priority, the received power prediction information that gives a predicted value of the received power other than the charging use of the external power supply, and the power charge information of the external power supply A control unit that creates a charging schedule for the plurality of vehicles, the control unit giving priority to a time zone with a low power charge to the plurality of vehicles; Charging you to create the charging schedule to be executed.

  According to the charging control device of the present invention, the charging schedule is created so that the charging of the plurality of vehicles is performed with priority given to the time zone where the power rate is low, so that the charging cost can be reduced.

It is a figure which shows the charge information of the vehicle used as the object of charge control. It is a figure which shows the time data which show transition of the electric power demand other than charge. It is a flowchart explaining the premise technique of this invention. It is a flowchart explaining the selection operation | movement of the charging vehicle in the premise technique of this invention. It is a figure which shows the charging operation in each time unit at the time of performing the operation | movement flow in the premise technique of this invention. It is a figure which shows an example of the electric power charge plan aiming at the peak shift. It is a figure which shows charge operation at the time of applying the electric power rate plan aiming at peak shift in the premise technique of this invention. It is a block diagram which shows the structure of the charge control apparatus of embodiment which concerns on this invention. It is a flowchart which shows operation | movement of the charge control apparatus of embodiment which concerns on this invention. It is a flowchart explaining the determination operation | movement of the scheduled departure time in the charge control apparatus of embodiment which concerns on this invention. It is a flowchart explaining the determination operation | movement of desired SoC in the scheduled departure time in the charge control apparatus of embodiment which concerns on this invention. It is a figure for demonstrating the electric power which can be allocated to charge. It is a figure explaining the operation | movement which rearranges the received power prediction in the charge control apparatus of embodiment which concerns on this invention in order with a cheap charge. It is a figure which shows the charge amount allocated according to the priority, the change of SoC, and the priority. It is the figure which added the received electric power obtained to the received electric power predicted value rearranged in order from the cheapest electric power charge. It is the charge schedule obtained by charge control of the charge control apparatus of embodiment which concerns on this invention.

<Prerequisite technology>
Prior to the description of the embodiment according to the present invention, a charge control method as a prerequisite technology will be described with reference to FIGS.

  FIG. 1 is a diagram illustrating charging information of vehicles A and B that are targets of charging control. In FIG. 1, the vehicle A arrives when the battery capacity C is 24 kWh, the maximum charging power P [max] is 3 kW, the arrival time T [arr] is 6:00, and the scheduled departure time T [dep] is 20:00. The SoC (State of Charge) [arr] at the time is 60% (14.4 kWh), and the desired SoC [dep] at the time of departure is 90% (21.6 kWh).

  In the vehicle B, the battery capacity C is 16 kWh, the maximum charging power P [max] is 3 kW, the arrival time T [arr] is 7:00, the scheduled departure time T [dep] is 17:00, and the SoC [ arr] is 40% (6.4 kWh), and the desired SoC [dep] at departure is 90% (14.4 kWh).

  The vehicle A has a battery capacity larger than that of the vehicle B, but the departure time is late and the SoC at the time of arrival is high, so that the required amount of charge until the desired SoC at departure is less than that of the vehicle B.

  On the other hand, the arrival time of the vehicle B is later than that of the vehicle A, and the departure time is short. Furthermore, since the SoC at the time of arrival is low, the required amount of charge to the desired SoC at the time of departure is larger than that of the vehicle A.

  FIG. 2 is time data showing an example of a transition of power demand (received power) other than charging in a facility (house, apartment house, public parking lot, etc.) having a charging control device, and the time is shown on the horizontal axis for 24 hours. This is indicated by notation, and the vertical axis represents the received power (kW).

  In FIG. 2, the arrival time T [arr, A] of the vehicle A, the arrival time T [arr, B] of the vehicle B, the scheduled departure time T [dep, B] of the vehicle B, and the scheduled departure time T [dep] of the vehicle A. , A] are indicated by arrows.

  In the charge control method, which is a prerequisite technology, the priority of charging is set so that it falls within the difference between the contracted power and the received power (hereinafter referred to as the power margin) by sequential processing from the arrival time T [arr, i] of the vehicle. To decide. Note that the subscript i indicates an identifier of the vehicle.

  FIG. 3 is a flowchart for explaining a charge control method as a prerequisite technology. As shown in FIG. 3, when the process is started, detection of charging connector connection is executed in step S1. This is an operation for detecting whether or not the charging connector of the charging control device is connected to the connector on the vehicle side, and is repeated until it is detected that the charging connector is connected.

  After detecting that the charging connector is connected in step S1, the scheduled departure time T [dpt, i] is determined in step S2 based on the scheduled departure time transmitted from the vehicle side. Note that the scheduled departure time can be inferred by the charge control device from the boarding / exiting record.

  Next, in step S3, a desired SoC [dpt, i] at the scheduled departure time is determined based on the vehicle power consumption information and the travel distance information.

  In step S4, SoC [arr, i] at the time of arrival is received based on the SoC of the battery measured on the vehicle side based on the integrated value of the battery open voltage and the battery current.

  Next, in step S5, a required charge amount is calculated. The required amount of charge is determined based on the difference between the desired SoC [dpt, i] at the scheduled departure time obtained in step S3 and the SoC [arr, i] at the time of arrival obtained in step S4. The amount of power.

  Next, in step S6, it is detected whether or not the charging connector of the charging control device is connected to a new other vehicle. If a new connection is detected, the step is performed for the other vehicle. Information is collected by repeating the processing from S2 onward.

  If no new connection is detected in step S6, the process proceeds to step S7, and charging is performed based on the contracted power capacity in the facility having the charging control device and the power consumption other than charging. The power margin and charging speed at each assignable time are calculated.

  In the charge control device, which is the base technology, the received power actual values other than charging are integrated for each time zone, and the average value is calculated. A value obtained by subtracting the actual received power value for each time period from the contract power is a power margin that can be allocated for charging. Charging control is performed so as not to exceed the power margin that can be allocated to charging in each time zone determined in this way.

  In step S7, from the information of the scheduled departure time T [dpt, i] of the target vehicle, the battery capacity C [i], and the maximum charging power P [max, i], the power margin obtained previously is not exceeded, and The charging speed P [i] is determined so as not to exceed the rating of the charging device on the vehicle side.

  Next, in step S8, the priority R [i] for each of all the vehicles connected to the charge control device is determined. The priority R [i] is derived by the calculation shown in the following formula (1).

  In the above formula (1), i is a vehicle identifier, each k is a coefficient between 0 and 1, and each R is a variable. More specifically, R [U, i] is a priority based on the charging urgency level of the vehicle i, R [SoC, i] is a priority based on the remaining battery level of the vehicle i, and R [S, i] is a vehicle i. R [L, i] represents the priority according to the customer level of the vehicle i. The coefficients k [U], k [SoC], k [S], and k [L] are the variables R [U, i], R [SoC, i], R [S, i], and R [L]. , i] is a constant that weights each.

  For example, if all variables R [U, i], R [SoC, i], R [S, i], R [L, i] are to be considered in order to obtain the priority R [i], the coefficient kU ], K [SoC], k [S], and k [L] are all set to 1, for example, k [L] = 0 may be set if priority according to the customer level is not considered.

  In addition, the priority R [U, i] based on the charge urgency is most important, and the others are considered to be important in the order of R [SoC, i]> R [S, i]> R [L, i], for example. If there are, k [U] = 1, k [SoC] = 0.7, k [S] = 0.4, k [L] = 0.1, etc. may be weighted.

  R [U, i] is derived by the calculation shown in the following mathematical formula (2).

  In the above equation (2), SoC [cur, i] and T [cur, i] represent the current SoC and the current time of the vehicle i, respectively. In this way, the priority R [U, i] based on the charge urgency is determined by the calculation based on the departure time of the vehicle and the state of charge.

  By setting such priority based on the charge urgency as one of the priority determining elements, it is possible to determine the priority considering the charge urgency.

  From the above formula (2), it can be seen that a vehicle having a shorter time from the current time T [cur, i] to the scheduled departure time T [dpt, i], that is, an earlier departure time, has a higher priority. By considering such conditions, a more realistic priority can be set.

  Further, from the above equation (2), the difference between the desired SoC [dpt, i] at the scheduled departure time and the SoC [arr, i] at the arrival is larger, that is, the vehicle having a lower storage state has a higher priority. It turns out that it becomes. By considering such conditions, a more realistic priority can be set.

  Further, it can be seen that when the battery capacity C [i] of the vehicle is large or the charging power P [i] is small, the time is required for charging, so that the priority is increased. By considering such conditions, a more realistic priority can be set.

  R [SoC, i] is defined by Table 1 below.

  As shown in Table 1 above, R [SoC, i] is less than 30%, 30% to 60%, 60% to 80% and more than 80% when SoC [cur, i] is less than 30% The cases are defined as numbers 4, 3, 2 and 1, respectively.

  R [S, i] is defined by Table 2 below.

  As shown in Table 2 above, R [S, i] is defined as a numerical value of 3, 2 and 1 for the status of the vehicle being charged, waiting for charging, and charging suspended, respectively. .

  R [L, i] is defined by Table 3 below.

  As shown in Table 3 above, R [L, i] is defined as a numerical value of 3, 2 and 1 when the customer level is premier, positive and regular, respectively.

  Here, the customer level is an index that can determine the rank of priority according to the payment amount. For example, normal customers are assigned to “regular”, and “regular” has the same priority. The charging order is the connection order. There, a “plus” customer later paid more than a “regular” customer (for example, paying more membership fees or paying more per unit of electricity than “regular”) In this case, it is determined that the priority is higher than that of the “regular” customer, and the charging order is changed to charge the “regular” customer first. Further, the “Premier” customer is a customer who pays a larger amount than the “Plus” customer, and it is determined that the charging priority is higher than that of the “Plus” customer.

  Considering such conditions, charge control with high customer satisfaction is possible.

  Here, it returns to description of step S8 of FIG. In order to simplify the explanation, here, the coefficients of Equation (1) are calculated as k [u] = 1, k [SoC] = 0, k [S] = 0, and k [L] = 0.

  Next, the vehicle to be charged is selected and charged based on the priority R [i] obtained in step S8 and the charging speed P [i] of each vehicle (step S9).

  FIG. 4 is a flowchart for explaining the operation of selecting a charged vehicle in step S9. As shown in FIG. 4, when step S9 is executed, first, in step S21, n = 1 is set as an initial value, and then the process proceeds to step S22.

  In step S22, the value of n is compared with the number of vehicles connected to the system. When n> the number of connected vehicles, the process proceeds to step S24.

  In step S24, all the vehicles are charged with the respective maximum charging power P [max, i], the flow shown in FIG. 4 is terminated, and step S9 is also terminated.

  On the other hand, in step S22, when the number of connected units is equal to or greater than the value of n (n ≦ number of connected units), the process proceeds to step S23, and the maximum charging power P [ max, i] is calculated, and it is determined whether it is smaller than the power margin.

  When the total value of P [max, i] is smaller than the power margin, the process proceeds to step S25, and the operation after step S22 is repeated with n = n + 1. On the other hand, if the total value of the maximum charging power P [max, i] is greater than or equal to the power margin, the process proceeds to step S26.

  In step S26, first, the vehicles up to the (n-1) th vehicle in order of the priority R [i] are charged with the respective maximum charging power P [max, i], and the last nth vehicle remains. Charging is performed with a power margin, the flow of FIG. 4 is terminated, and step S9 is also terminated.

  Here, it returns to description of FIG. 3 again. When step S9 ends, the process proceeds to step S10, and during the processing from step S7 to step S9, it is detected whether or not the charging connector of the charging control device is connected to a new vehicle.

  Then, if there is a vehicle newly connected to the charging connector, the processing from step S2 is repeated, but if there is no new connection, the process proceeds to step S11.

  In step S11, it is checked whether or not all the connected vehicles have reached the desired SoC [dpt, i] at the time of departure. If there is a vehicle that has not reached, the processing from step S7 onward is performed in time units. Repeated. On the other hand, if the desired SoC [dpt, i] at the time of departure is reached for all the vehicles, the process proceeds to step S12.

  In step S12, the presence / absence of a vehicle having a time margin before the scheduled departure time T [dpt, i] is checked. For a vehicle having a time margin, the free capacity portion of the target vehicle is charged and charged in step S13. End the flow. On the other hand, if there is no vehicle having time, this flow is finished as it is.

  FIG. 5 shows the charging operation in units of time when the flow of FIG. 3 described above is executed. In FIG. 5, the horizontal axis represents time in 24-hour notation, the vertical axis represents received power P (kW), SoC (%), and priority R, and the received power P [A] of vehicle A and the vehicle B Depending on the received power P [B], the SoC [cur, A] of the vehicle A and the SoC [cur, B] of the vehicle B, the priority R [U, A] based on the charging urgency of the vehicle A, and the charging urgency of the vehicle B The change of the priority R [U, B] is shown.

  In FIG. 5, the vehicle A arrives at 6:00, and only the vehicle A is connected to the charge control device between the time 6 and 7 o'clock, so the maximum charging power P [max, A] of the vehicle A is 3 kW. Charge.

  Thereafter, since vehicle B is connected to the charging control device at 7 o'clock, the priority of each vehicle from 7 o'clock to 8 o'clock is calculated based on the respective SoC state and charge amount.

  Thereafter, for each vehicle, if it is calculated that the charging power × time is charged to the battery as it is, the priority R [U, A] of the vehicle A = 0.11 and the priority R [U, B] of the vehicle B = 0.27, so the vehicle B is preferentially charged with a power margin of 2.5 kW.

  Hereinafter, by proceeding with charging according to the flowchart described with reference to FIGS. 3 and 4, all vehicles reach the desired SoC [dpt, i] = 90% upon departure by 16:00.

  In this way, by using the charge control method that is the prerequisite technology, the possibility of using the vehicle that the user wants to use increases, and control that performs charging within contract power becomes possible.

  However, in recent years, rate plans have appeared that aim to shift the peak of consumption by setting a relatively high rate in the daytime when power demand is tight.

  FIG. 6 is an example of a power rate plan for the purpose of peak shift, where the rate at the peak of power in the time zone 13: 00 to 16:00 is the highest, and at night time in the time zone 23: 00 to 7:00 The price is set the cheapest. When this charge plan is assigned to the above-described charge control result, it is as shown in FIG.

  FIG. 7 is a diagram in which the charging operation for each time unit shown in FIG. 5 is applied to an example of the transition of power demand (received power) other than charging in the facility having the charging control device shown in FIG. The charge plan shown in FIG. 6 is indicated by a one-dot chain line.

  As shown in FIG. 7, the allocation of charging is determined by the power margin, the charging capacity of the vehicle, and the scheduled departure time information by sequential processing at predetermined time intervals. If charging is performed and the charging cost is calculated with this rate plan, the charging power charge for vehicle A is 179 yen / 7.2 kWh, and the charging power charge for vehicle B is 210 yen / 8 kWh.

  Compared with this, in the charge control device of the embodiment according to the present invention described below, the charge power charge can be further reduced.

<Embodiment>
Hereinafter, the charge control apparatus of embodiment which concerns on this invention is demonstrated using FIGS. 8-16. FIG. 8 is a block diagram showing the configuration of the electric vehicle charging control device 300 according to the embodiment of the present invention and the vehicles 100 and 200 that are connected and charged.

  As shown in FIG. 8, vehicles 100 and 200 are electric vehicles, each of which includes batteries 101 and 201, battery monitoring units 102 and 202 that monitor the state of the battery, first contactors 103 and 203, and AC / DC conversion for charging. Units 104 and 204, second contactors 105 and 205, external connection connectors 106 and 206, connector connection detection units 107 and 207, communication units 108 and 208, input / output interfaces 109 and 209, main control ECU (Electronic Control Unit) 110 and 210 are provided.

  The first contactors 103 and 203 are parts for electrically connecting and disconnecting the batteries 101 and 201 and the charging AC / DC converters 104 and 204, respectively. The second contactors 105 and 205 are respectively connected to the connection connector 106. And 206 and charging AC / DC converters 104 and 204 are electrically connected and disconnected.

  The connector connection detection units 107 and 207 are parts for detecting connection of the connection connectors 106 and 206 with external devices.

  The communication units 108 and 208 communicate with the outside via the connection connectors 106 and 206, and the input / output interfaces 109 and 209 are interfaces for inputting data by the driver and displaying the status to the driver. is there.

  The main control ECUs 110 and 210 collect various information of the batteries 101 and 201, such as SoC information, charging rating, current cell temperature, charging current, charging voltage, and the like from the battery monitoring units 102 and 202, respectively, and connector connection Information on presence / absence of connection with an external device detected by the detection units 107 and 207 is collected.

  The main control ECUs 110 and 210 connect the first contactors 103 and 203 when the SoCs of the batteries 101 and 201 are lower than a predetermined value when connectors 309 and 310 described later are connected to the connectors 106 and 206, respectively. The first contactors 103 and 203, the second contactors 105 and 205 are changed from the open state to the connected state, and the charging AC / DC converters 104 and 204 are operated to charge the batteries 101 and 201. The contactors 105 and 205 and the charging AC / DC converters 104 and 204 are controlled.

  Further, main control ECUs 110 and 210 control charging AC / DC converters 104 and 204 based on the current cell temperatures collected from battery monitoring units 102 and 202 so that the current cell temperature does not exceed the upper limit value. The input power to the battery is limited.

  As shown in FIG. 8, the charging control device 300 includes an AC power supply 301 (external power supply) that supplies commercial power, a current limiting unit 302 that limits a current supplied from the AC power supply 301, and SoC information and Communication units 305 and 306 that receive information such as a power supply request, charging connectors 309 and 310 connected to connection connectors 106 and 206, and connector connection detection units 307 and 308, switches 303 and 304, respectively, when charging vehicles 100 and 200 , A main control ECU 313, an input / output interface 311, and an Internet connection unit 312 for connecting to the Internet 400 located outside.

  Connector connection detection units 307 and 308 are portions that detect whether or not charging connectors 309 and 310 are connected to connection connectors 106 and 206 of vehicles 100 and 200, respectively, and provide detection results to main control ECU 313.

  Switches 303 and 304 are switches for connecting the AC power supply 301 to the charging cables connected to the charging connectors 309 and 310 with the current limiting unit 302 interposed therebetween.

  The main control ECU 313 controls the opening and closing of the switches 303 and 304, and also controls the input / output interface 311 and the Internet connection unit 312 for inputting data by the user and displaying the state to the user.

  Although not shown, the charging control device 300 may be able to connect more vehicles in addition to the vehicles 100 and 200. In that case, a plurality of connectors, a connector connection detection unit, and a communication unit are provided corresponding to the number of vehicles that can be connected.

  Next, operation | movement of the charging control apparatus 300 is demonstrated using the flowchart shown in FIG.

  When processing is started in the charging control device 300, detection of charging connector connection is executed in step S31. This is an operation for detecting whether or not the charging connectors 309 and 310 of the charging control device 300 are connected to the connecting connectors 106 and 206 of the vehicles 100 and 200, respectively. The main control ECU 313 includes the connector connection detecting unit 307 and Step S31 is repeated until a signal indicating connector connection is detected at any one of 308. When connector connection is detected, the process proceeds to step S32.

  In each of vehicles 100 and 200, connector connection detection is performed, and main control ECUs 110 and 210 receive signals indicating whether or not charging connectors 309 and 310 are connected from connector connection detecting units 107 and 207, respectively. Receive and determine connector connection.

  When the connector is connected, the main control ECU 313 of the charging control apparatus 300 determines the scheduled departure time T [dpt, i] based on the boarding / departure record or the scheduled departure time transmitted from the vehicles 100 and 200 in step S32. Done.

  FIG. 10 is a flowchart for explaining the operation of determining the scheduled departure time in step S32. As shown in FIG. 10, when step S32 is executed, first, automatic or manual case classification is performed in step S51. This may be determined so that either the automatic mode or the manual mode is selected by designation from the vehicle side, or a preset mode may be forcibly selected.

  When the automatic mode is selected in step S51, the process proceeds to step S53, and the main control ECU 313 determines the scheduled departure time T [dpt, i] of the vehicle based on the daily getting-on / off record transmitted from the vehicle. decide.

  For example, the average departure time is calculated by classifying commuting days and holidays in one month's entry / exit records. If tomorrow is a commuting day, a scheduled time T [dpt, i] is determined with a time (a little earlier) than the average departure time of the commuting day. On the other hand, if tomorrow is a holiday, a scheduled time T [dpt, i] is determined as a time (slightly earlier) having a little margin than the average departure time of holidays. If there is a large variation in departure time on holidays, if tomorrow is a holiday, the process may return to step S51 and the manual mode may be selected.

  On the other hand, when the manual mode is selected in step S51, the process proceeds to step S52 and waits for the designation input of the scheduled departure time T [dpt, i]. The main control ECU 313 waits for the scheduled departure time T [dpt, i] to be input via the input / output interface 311. This is because when the driver of the vehicle waits to input the scheduled departure time by operating the operation panel of the charging control device 300, or in the vehicles 100 and 200, the respective drivers This corresponds to the case where the scheduled departure time T [dpt, i] is input via 209 and the information is waited to be transmitted from the main control ECUs 110 and 210 via the communication units 108 and 208.

  In this case, if the vehicle is equipped with a car navigation device, the time of arrival and the destination information are input on the vehicle side, and when the route search is performed with the car navigation device, the scheduled departure time T [dpt, i ] May be calculated and the information transmitted via the communication units 108 and 208.

  When the process of step S52 or step S53 ends, the process of returning to the main flow is executed in step S54, and the process of step S32 ends.

  Now, the description returns to the flowchart of FIG. When the process of step S32 ends, the process proceeds to step S33. In step S33, the main control ECU 313 determines a desired SoC [dpt, i] at the next scheduled departure time based on the vehicle power consumption information and the travel distance information sent from the vehicle side.

  FIG. 11 is a flowchart for explaining a desired SoC determination operation at the scheduled departure time in step S33. As shown in FIG. 11, when step S33 is executed, first, automatic or manual case classification is performed in step S61. This may be determined so that either the automatic mode or the manual mode is selected by designation from the vehicle side, or a preset mode may be forcibly selected.

  When the automatic mode is selected in step S61, the process proceeds to step S64, and the main control ECU 313 transmits the daily fuel consumption (km / kWh · day) and the daily travel distance (km / day) transmitted from the vehicle. ) To predict the required power amount (Wh).

  In recent years, vehicles with the function of integrating fuel consumption are often seen.For example, if tomorrow is a work day, the average value of the distance traveled on the work day will What is necessary is just to calculate a required electric energy by dividing and multiplying by a margin coefficient. On the other hand, if tomorrow is a holiday, the required amount of power is calculated based on a distance having a little margin than the average travel distance on holidays. If there is a large variation in travel distance on holidays, if tomorrow is a holiday, the process may return to step S61 and the manual mode may be selected.

  If the manual mode is selected in step S61, the process waits for the stroke distance (km) in step S62. The main control ECU 313 waits for the planned stroke distance to be input via the input / output interface 311. This may be the case when the driver of the vehicle waits for operating the operation panel of the charging control device 300 to input the planned travel distance in the next travel, or in the vehicles 100 and 200, each driver This corresponds to a case where the planned travel distance is input via the output interfaces 109 and 209 and the information is waited to be transmitted from the main control ECUs 110 and 210 via the communication units 108 and 208.

  In this case, if the vehicle is equipped with a car navigation device, the destination information is input on the vehicle side, and when a route search is performed with the car navigation device, the distance from the charging point is calculated to calculate the planned travel distance. The information may be transmitted via the communication units 108 and 208.

  When the planned travel distance is input in step S62, the main control ECU 313 requires the required power based on the daily fuel consumption fuel consumption (km / kWh · day) and the planned travel distance (km) transmitted from the vehicle in step S63. The amount (Wh) is predicted. As an example, the required power amount can be calculated by dividing the planned travel distance obtained in step S62 by the fuel efficiency accumulated up to the present time and multiplying by the margin coefficient.

  When the process of step S63 or step S64 ends, the process of returning to the main flow is executed in step S65, and the process of step S33 ends.

  Now, the description returns to the flowchart of FIG. When the process of step S33 ends, the process proceeds to step S34. In step S34, the battery SoC [arr, i] at the time of arrival is received based on the SoC of the battery measured based on the battery open voltage or battery current on the vehicle side, and the main control ECU 313 receives the necessary charge amount. Is calculated (step S35). The required amount of charge is determined based on the difference between the desired departure time SoC [dpt, i] obtained in step S33 and the battery SoC [arr, i] at the time of arrival obtained in step S34. The amount of power.

  Next, in step S36, whether or not the charging connector of the charging control device 300 is connected to a new vehicle is detected during the processing of steps S32 to S35, and a new connection is detected. The steps S32 to S35 are repeated for the new vehicle. If no new connection is detected, the process proceeds to step S37.

  In step S37, the main control ECU 313 makes a received power prediction based on the contract power capacity and the daily power consumption excluding the power consumption due to charging.

  FIG. 12 is a diagram for explaining the power that can be allocated for charging, and the transition of power demand (received power) other than charging at facilities (homes, apartment houses, public parking lots, etc.) having a charging control device. This is time data showing an example, where the horizontal axis indicates time in 24-hour notation, and the vertical axis indicates received power (kW) and power rate (yen / kWh).

  In FIG. 12, the arrival time T [arr, A] of the vehicle A, the arrival time T [arr, B] of the vehicle B, the scheduled departure time T [dep, B] of the vehicle B, and the scheduled departure time T of the vehicle A. [dep, A] is indicated by an arrow. The contract power capacity is 6 kW, and if the receiving voltage is 100 V, the contract ampere or contract current is 60 A.

  The charging control device 300 acquires transitional data of past received power of the facility where the charging control device 300 is placed, and makes a prediction of received power for 24 hours in step S37 based on this data. Thus, the received power prediction can be easily performed by using the past received power transition data.

  This data may be stored in the charging control device 300 as a database, or may be acquired from the database of the facility management system.

  For example, a record for 24 hours on the previous day may be used as the received power prediction for the next day as it is, or a record for the same day one year ago may be used as a prediction for the current day. Further, prediction may be made with reference to past data that matches conditions such as weather, temperature, and humidity. Thereby, the received power prediction with higher accuracy can be performed.

  Furthermore, the received power prediction of the day may be received and used from an electric power company or the like via the Internet 400 (FIG. 8) by the Internet connection unit 312 (FIG. 8). Thereby, it is not necessary for the charging control apparatus 300 to have a database, and the cost of the charging control apparatus 300 can be reduced.

  FIG. 12 further includes power rate information for a certain time interval. That is, the graph shown by the alternate long and short dash line in FIG. 12 is a power rate plan for the purpose of realizing a peak shift by setting a high time period during peak hours of power use (13:00 to 16:00).

  In FIG. 12, the difference between the contract power and the received power from the current time until the scheduled departure time T [dpt, i] is the power margin that can be allocated for charging.

  The charge control device 300 performs charge schedule control so as not to exceed the power margin in each time zone defined in this way. In the following description, it is assumed that the charging schedule control is performed based on the charging information of the vehicles A and B shown in FIG.

  Now, the description returns to the flowchart of FIG. When the process of step S37 ends, the process proceeds to step S38. In step S38, the main control ECU 313 divides the prediction of received power obtained in step S37 into a certain time unit (1 hour in this example), and rearranges them in ascending order of charge. In this case, the received power prediction from T [arr, A] = 6 o'clock when the vehicle A first arrives to the last scheduled departure time T [dpt, A] = 20 o'clock is divided every hour, and the charge is low Sort in order.

  The graph thus obtained is shown in FIG. In FIG. 13, the horizontal axis indicates the time, and the vertical axis indicates the received power (kW) and the power rate (yen / kWh). The time marked with is the time moved by sorting. Further, in FIG. 13, the power rate information indicated by the dashed line in FIG. 12 is also rearranged and indicated by the dashed line.

  Now, the description returns to the flowchart of FIG. When the process of step S38 ends, the process proceeds to step S39. In step S39, the main control ECU 313 uses the mathematical expressions (1) and (2) and Tables 1 to 3 described above to charge priority R [i] of all connected vehicles at each unit time. To decide. Since the method for determining the charging priority R [i] has been described above, the description thereof will be omitted.

  After determining the charging priority R [i] in step S39, the main control ECU 313 determines the charging amount P [i] of the vehicle i at each unit time in step S40 according to the flowchart described with reference to FIG. assign. In this case, if the charge amount P [i] is 3 kW, for example, the change in SoC is calculated as 3 kW × unit time (1 hour in this example) = 3 kWh, but we want to show an exact change. If so, the calculation may be performed with the SoC change characteristics in consideration of the charging characteristics of the batteries 101 and 201 and the efficiency of the charging AC / DC conversion units 104 and 204.

  FIG. 14 shows the priority R, the change in SoC and the charge amount P [i] assigned according to the priority obtained in this way.

  In FIG. 14, the horizontal axis represents time, the vertical axis represents received power P (kW), SoC (%), and priority R, and the received power P [A] of the vehicle A and the received power P [ B], SoC [cur, A] of vehicle A, SoC [cur, B] of vehicle B, priority R [U, A] due to charging urgency of vehicle A, priority R [U] due to charging urgency of vehicle B U, B] changes.

  In FIG. 14, the vehicle A arrives at 6:00, and only the vehicle A is connected to the charging control device between the time 6 and 7 o'clock, so the maximum charging power P [max, A] of the vehicle A is 3 kW. Charge.

  Thereafter, since vehicle B is connected to the charging control device at 7 o'clock, the priority of each vehicle from 7 o'clock to 8 o'clock is calculated based on the respective SoC state and charge amount.

  For each vehicle, the calculation is made assuming that the charging power × time is charged to the battery as it is. From 7 o'clock to 8 o'clock, the priority R [U, A] = 0.11 of the vehicle A and the priority R of the vehicle B Since [U, B] = 0.40, the vehicle B is preferentially charged with a power margin of 2.5 kW.

  FIG. 15 is a diagram in which the received power P [i] obtained is added to the received power predicted values rearranged in ascending order of power rates shown in FIG. As shown in FIG. 15, power is allocated in a time zone where the power rate is cheap, and no power is allocated in a time zone where the power rate is the highest.

  Now, the description returns to the flowchart of FIG. When the process of step S40 ends, the process proceeds to step S41. In step S41, main control ECU 313 returns the allocation of received power P [i] obtained in step S40 (FIG. 15) to the time series.

  FIG. 16 is a diagram showing the charging schedule obtained in this manner. The received power P [i] shown in FIG. 15 is added to the time data showing an example of the transition of received power other than the charging shown in FIG. FIG.

  As shown in FIG. 16, the vehicle A is charged at the maximum charging power P [max, A] = 3 kW for one hour from the arrival time T [arr, A] = 6 o'clock, and then charged until 11 o'clock. 1 hour from 11 o'clock is charged at 1 kW, 1 hour from 12 o'clock is charged at 0.5 kW, charging is not performed from 13:00 to 16:00 when the peak electricity rate is the highest, 16:00 1 hour after charging at 1.5 kW, 1 hour from 17:00 charged at 1.2 kW, so the required amount of charge by the scheduled departure time T [dpt, A] = 20:00 7.2 kWh The charging schedule is complete.

  For vehicle B, arrival time T [arr, B] = 2.5 kW for 1 hour from 7 o'clock, 2 kW for 1 hour from 8 o'clock, 1.5 kW for 1 hour from 9 o'clock, 1 hour from 10 o'clock Is charged at 1 kW, 1 kW for 1 hour from 12:00, and is not charged between 13:00 and 16:00, when the peak electricity charge is the highest, and is required by scheduled departure time T [dpt, B] = 17:00 The charging schedule is 8 kWh.

  Now, the description returns to the flowchart of FIG. When the process of step S41 ends, the process proceeds to step S42. In step S42, the main control ECU 313 charges each vehicle according to the charging schedule obtained in step S41. When charging is performed according to the above schedule, the charging power charge of the vehicle A is 135 yen / 7.2 kWh, the charging power charge of the vehicle B is 200 yen / 8 kWh, and the vehicle A obtained by the base technology: 179 yen / 7 .2 kWh, vehicle B: It is possible to lower the charging cost than 210 yen / 8 kWh.

  Since a new vehicle may be connected to the charging control device 300 even during charging, detection of whether or not the charging connector of the charging control device 300 is connected to the new vehicle is performed in step S43. When a new connection is detected, the processes in steps S32 to S42 are repeated for the new vehicle.

  On the other hand, if no new connection is detected, the process proceeds to step S44. In step S44, the main control ECU 313 determines whether there is a vehicle in which time remains until the scheduled departure time T [dpt, i].

  In step S44, if there is a vehicle for which it is determined that there is still time to charge, charging is performed on the free capacity portion of the battery under the control of the main control ECU 313 (step S45). ). Regarding charging to this free space, each vehicle may be charged evenly little by little, or one vehicle may be charged continuously until it is fully charged, and the next vehicle may be charged. good.

  Note that the order of charging to the free space does not need to be based on the scheduled departure time, but may be determined based on other factors, for example, charging may be performed in order from the vehicle with the lowest battery SoC.

  In step S44, if there is no vehicle that is determined to have time to charge, or if there is no vehicle with free capacity as a result of charging to the free capacity in step S45, charging is performed. Control ends.

  As described above, according to the charging control device 300 for an electric vehicle according to the present embodiment, the received power predicted value obtained by rearranging the received power prediction and the allocation of the charge amount up to the scheduled departure time in ascending order of the power rate. Therefore, the charging cost can be reduced.

  In the present invention, the embodiments can be appropriately modified and omitted within the scope of the invention. For example, although it has been described that the charging schedule is not changed until charging of all connected vehicles is completed once determined, the present invention is not limited to this. Further, the control after step S36 may be repeated for each unit time. By changing the process in this way, the received power prediction and the charge amount allocation are recalculated at predetermined time intervals, so even if a deviation from the predicted value occurs, it is possible to cope with the optimum. become.

  In addition, the received power prediction and the charge amount allocation were rearranged in ascending order of charges, but if this was rearranged in descending order of the power margin, the time when the power that can be supplied in one unit time is large Can be preferentially charged, and charging with the maximum amount of charge during that time period makes it possible to shorten the charging time for each vehicle, and the remaining time is used for demand other than charging It becomes possible to assign.

  Further, the apparatus for calculating the charging schedule may be implemented entirely by the main control ECU 313 of the charging control apparatus 300, but may be shared by the main control ECUs 110 and 210 of the vehicles 100 and 200, respectively. Moreover, even if it is distributed to several main control ECUs, the effect of the present invention does not change.

  100, 200 Electric vehicle, 101, 201 Battery, 110, 210, 313 Main control ECU, 300 Charge control device, 301 AC power source.

An aspect of the charge control device according to the present invention is a charge control device that controls charging of the battery from an external power source that supplies commercial power to a plurality of vehicles that travel using power charged in the battery as a drive source. The charging control device is based on each connection time of the plurality of vehicles connected to itself, a storage state of each battery, a rating of each storage device, each departure time, and each required charge amount. Determining the charging priority for the plurality of vehicles, and based on the charging priority, the received power prediction information that gives a predicted value of the received power other than the charging use of the external power supply, and the power charge information of the external power supply A control unit that creates a charging schedule for the plurality of vehicles, the control unit giving priority to a time zone with a low power charge to the plurality of vehicles; With charging to creates said charging schedule to run is divided into predetermined time intervals the receiving power prediction information and the power rate information, divided the received power prediction and the power rate information, Sorting in ascending order of power charges in the time interval unit, calculating the charging priority and the required charge amount of each of the plurality of vehicles in the time interval unit in the rearranged arrangement, and receiving power according to the charging priority The charging power is distributed so as to be within the power margin defined by the difference between the maximum possible power and the received power .

Claims (12)

A charging control device that controls charging of the battery from an external power source that supplies commercial power to a plurality of vehicles that travel using power charged in the battery as a drive source,
The charge control device includes:
Charging the plurality of vehicles based on the connection time of each of the plurality of vehicles connected to itself, the storage state of each of the batteries, the rating of each of the power storage devices, the respective departure time, and the respective required charge amount Determine the priority,
A control unit that creates a charging schedule for the plurality of vehicles based on the charging priority, received power prediction information that gives a predicted value of received power other than the charging use of the external power supply, and power charge information of the external power supply. ,
The controller is
A charging control device that creates the charging schedule such that charging of the plurality of vehicles is performed with priority given to a time zone with a low power charge. The controller is
The received power prediction information and the power charge information are divided into predetermined time intervals, and the divided received power prediction and the power charge information are rearranged in the order of the lowest power charge in the time interval. A power margin defined by a difference between the maximum power that can be received and the received power according to the charging priority, by calculating the charging priority and the required charging amount of each of the plurality of vehicles in units of the time interval in the array The charging control device according to claim 1, wherein the charging power is distributed so as to be within the range. A charging control device that controls charging of the battery from an external power source that supplies commercial power to a plurality of vehicles that travel using power charged in the battery as a drive source,
The charge control device includes:
Charging the plurality of vehicles based on the connection time of each of the plurality of vehicles connected to itself, the storage state of each of the batteries, the rating of each of the power storage devices, the respective departure time, and the respective required charge amount Determine the priority,
A control unit that creates a charging schedule for the plurality of vehicles based on received power prediction information that gives a predicted value of received power other than the charge priority and the charging application of the external power source,
The controller is
A charging control device that creates the charging schedule so that charging of the plurality of vehicles is performed with priority given to a time zone in which a power margin defined by a difference between the maximum power that can be received and the received power is large. The controller is
The received power prediction information is divided into predetermined time intervals, and the divided received power predictions are rearranged in descending order of the power margin in the time interval units, and the time interval units in the rearranged array are in the time interval units. The charge control device according to claim 3, wherein the charge priority and the required charge amount of each of a plurality of vehicles are calculated, and charge power is distributed so as to be within the power margin according to the charge priority. The received power prediction information is
The charge control apparatus according to any one of claims 1 to 4, wherein time transition information of past received power is used. The received power prediction information is
The charging control apparatus according to claim 5, wherein time transition information of the past received power that satisfies at least one of conditions of weather, temperature, and humidity is used. The received power prediction information is
The charge control apparatus according to any one of claims 1 to 4, wherein prediction information of daily received power provided from an electric power company that supplies the commercial power is used. The controller is
The charge control according to any one of claims 1 to 4, wherein a result of calculation of a charge urgency level defined based on a departure time and a storage state of the plurality of vehicles is one of priority determination elements. apparatus. The calculation of the charge urgency is as follows:
The charge control device according to claim 8, wherein the charge control device is a calculation for increasing the priority as the departure time is earlier. The calculation of the charge urgency is as follows:
The charge control device according to claim 8, wherein the charge control device is a calculation for increasing the priority as the storage state is lower. The calculation of the charge urgency is as follows:
The charge control device according to claim 8, wherein the higher the battery capacity or the smaller the maximum charge power, the higher the priority. The controller is
The charge control device according to claim 8, wherein a customer level set in accordance with a payment amount is added to a priority determining element.

Images