JP2020036501A - Charging system - Google Patents

Abstract

To inhibit other electric power of an external power system from becoming tighter due to external charging.SOLUTION: The charging system is configured to perform external charging using electric power of an external power system for charging a power storage device of an electric vehicle including a motor for traveling and the power storage device for exchanging power with the motor. In a case where the power storage device has a power storage ratio of less than a predetermined ratio and power of the power system is tight, a start of the external charging is postponed until the power of the power system is no longer tight. Thus, it is possible to prevent the power of the external power system from being further tightened by external charging.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a charging system, and more particularly, to a charging system that executes external charging for charging a power storage device of an electric vehicle including a motor and a power storage device with power of an external power system.

  Conventionally, as this type of charging system, there has been proposed a system that executes external charging in which a power storage device of an electric vehicle including a motor and a power storage device (battery) is charged with electric power from an external power system ( For example, see Patent Document 1). In this system, when charging of the battery is completed at the time of departure of the vehicle, the battery is charged in the first charging mode in which the charging of the battery is completed at the time closest to the scheduled departure time of the vehicle during the time when the electricity rate is low. When the battery charge is not completed at the time of departure of the vehicle, the battery is charged in the second charge mode in which the charge of the battery is started earlier than in the first charge mode. As a result, the electric power required at the time of departure of the vehicle is secured in the battery.

JP 2017-134571 A

  In the above-described charging system, when the power storage device is externally charged during a time period when the power used by the external power system is at a peak, the power of the external power system may be tight. It is desired that the power shortage of the external power system be suppressed.

  A main object of the charging system of the present invention is to suppress the power of an external power system from being further tightened by external charging.

  The charging system of the present invention employs the following means to achieve the above-described main object.

The charging system of the present invention
A motor for traveling, and a power storage device that exchanges electric power with the motor, a charging system that performs external charging that charges the power storage device of the electric vehicle using electric power from an external power system, including:
When the power of the power system is tight when the power storage ratio of the power storage device is less than the predetermined ratio, the start of the external charging is postponed until the power of the power system is no longer tight,
That is the gist.

  In the charging system of the present invention, when the power of the power system is tight when the power storage ratio of the power storage device is less than the predetermined ratio, the start of the external charging is postponed until the power of the power system is no longer tight. “Power storage ratio” is the ratio of the amount of stored power to the total capacity of the power storage device. The “predetermined ratio” is a ratio that is set in advance as a power storage ratio at which a parked vehicle can travel a minimum traveling distance at which a minimum travel is desired after departure. As a result, the external charging is performed while avoiding the time when the power of the power system is tight. Thus, it is possible to suppress the electric power of the external power system from becoming tighter due to the external charging.

  In such a charging system of the present invention, when the power storage ratio is less than the predetermined ratio and the power of the power system is tight, regardless of whether or not the power of the power system is tight, the external charging is performed. When an external charging instruction for instructing execution is received, the start of the external charging need not be postponed. In this case, external charging can be performed in response to the external charging instruction.

  Further, in the charging system of the present invention, when the power of the power system is not tight, the electricity rate is set to the first rate, and when the power of the power system is tight, the electricity rate is set to be lower than the first rate. When the power rate is set to a high second rate and the power rate is less than the predetermined rate and the power rate is the second rate, the start of the external charging is postponed until the power rate becomes the first rate. You may.

FIG. 1 is a configuration diagram illustrating a schematic configuration of a charging system 10 as one embodiment of the present invention. 4 is a flowchart illustrating an example of a charging process routine according to the embodiment. Immediately after the electric vehicle 20 is parked, a description will be given of an example of a change in time when the storage rate SOC of the battery 36 is less than the minimum rate SOCmin and the current time is the power peak time, and an example of how external charging is performed. FIG.

  Next, an embodiment for carrying out the present invention will be described using an embodiment.

  FIG. 1 is a configuration diagram schematically showing the configuration of a charging system 10 as one embodiment of the present invention. The charging system 10 includes an electric vehicle 20, a data center DC, and an interface IF.

  As illustrated, the electric vehicle 20 includes a motor 32, an inverter 34, a battery 36 as a power storage device, a charger 50, and an electronic control unit 70.

  The motor 32 is configured as, for example, a synchronous generator motor, and has a rotor connected to a drive shaft 26 connected to the drive wheels 22 a and 22 b via a differential gear 24. The inverter 34 is used for driving the motor 32 and is connected to a battery 36 via a power line 38. The motor 32 is rotationally driven by switching control of a plurality of switching elements (not shown) of the inverter 34 by the electronic control unit 70.

  The battery 36 is configured as, for example, a lithium ion secondary battery or a nickel hydride secondary battery.

  The charger 50 is connected to the power line 38, and when the spot-side connector 92 of the charging spot 90 such as a home or a charging station is connected to the vehicle-side connector 51, the power from the charging spot 90 (external External charging for charging the battery 36 using electric power from a power supply is configured to be executable. The charger 50 is controlled by the electronic control unit 70.

  Although not shown, the electronic control unit 70 is configured as a microprocessor centered on a CPU, and in addition to the CPU, a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, a communication It has a port. Signals from various sensors are input to the electronic control unit 70 via input ports. The signals input to the electronic control unit 70 include, for example, the rotational position θm of the rotor of the motor 32 from a rotational position sensor (not shown) that detects the rotational position of the rotor of the motor 32, and the phase of each phase of the motor 32. Phase currents Iu, Iv, Iw of each phase of the motor 32 from a current sensor (not shown) for detecting a current can be given. Also, the voltage Vb of the battery 36 from the voltage sensor 36a attached between the terminals of the battery 36, the current Ib of the battery 36 from the current sensor 36b attached to the output terminal of the battery 36, the temperature attached to the battery 36 Another example is the temperature Tb of the battery 36 from the sensor 36c. A connection detection signal from a connection detection sensor 52 that detects connection between the vehicle-side connector 51 and the spot-side connector 92 of the charging spot 90 can also be mentioned. An ignition signal from the ignition switch 80 and a shift position SP from a shift position sensor 82 for detecting an operation position of the shift lever 81 can also be mentioned. The accelerator opening Acc from an accelerator pedal position sensor 84 that detects the amount of depression of an accelerator pedal 83, the brake pedal position BP from a brake pedal position sensor 86 that detects the amount of depression of a brake pedal 85, and the vehicle speed V from a vehicle speed sensor 88. Can also be mentioned.

  Various control signals are output from the electronic control unit 70 via the output port. Examples of the signal output from the electronic control unit 70 include a control signal to the inverter 34 and a control signal to the charger 50. The electronic control unit 70 calculates the storage rate SOC of the battery 36 based on the integrated value of the current Ib of the battery 36 from the current sensor 36b. Here, the power storage ratio SOC is a ratio of the amount of power that can be discharged from the battery 36 to the total capacity of the battery 36. The electronic control unit 70 is configured to be able to wirelessly communicate with the data center DC and the interface IF. The electronic control unit 70 transmits information on the use of the electric vehicle 20 to the data center DC.

  In the electric vehicle 20 of the embodiment configured as described above, the electronic control unit 70 sets the required torque Td * required for traveling (required for the drive shaft 26) based on the accelerator opening Acc and the vehicle speed V. The torque command Tm * of the motor 32 is set so that the required torque Td * is output to the drive shaft 26, and the switching control of the plurality of switching elements of the inverter 34 is performed so that the motor 32 is driven by the torque command Tm *. Do.

  In the electric vehicle 20 of the embodiment, when the spot-side connector 92 of the charging spot 90 such as a home or a charging station is connected to the vehicle-side connector 51 during parking (the connection detection sensor 52 detects the connection between the two). Then, the electronic control unit 70 executes the external charging by controlling the charger 50 so that the battery 36 is charged using the electric power from the charging spot 90 (the electric power from the electric power system of the electric power company). .

  The interface IF accepts various operations by the user and transmits them to the electric vehicle 20 and the data center DC. Examples of the user's operation include setting of a time at which the electric vehicle 20 is scheduled to depart next time (scheduled departure time) and setting of whether or not to respond to power suppression from the power company PSC. The interface IF receives a charging schedule to be described later from the data center DC, and displays a screen of the received charging schedule.

  The data center DC includes a computer (not shown). Although not shown, the computer includes a CPU, a ROM for storing a processing program, and a RAM for temporarily storing data. The data center DC stores electricity rate information related to electricity rates by time set by the electric power company (for example, the electricity rate at midnight per day is set to be the cheapest) or transmitted from the electric vehicle 20. The departure time of the user is estimated based on the information on the use of the electric vehicle 20.

  The data center DC receives various information from the electric vehicle 20, the interface IF, and the power company PSC by wireless communication. Examples of the information received from the electric vehicle 20 include information on the use of the electric vehicle 20. Examples of the information received from the interface IF include a user's setting of a scheduled departure time and a setting as to whether or not to respond to power suppression from the power company PSC. The data center DC transmits various information to the electric vehicle 20 and the interface IF by wireless communication.

  In the charging system 10 configured as described above, the data center DC creates a charging schedule using the scheduled departure time received from the interface IF and the estimated departure time of the user, and transmits the schedule to the electric vehicle 20. This charging schedule is earlier than the user's departure time, and the deterioration of the battery 36 is suppressed while the electric charge at the time of external charging is reduced based on the stored electric charge information (the battery 36 is fully charged. The external charging is performed so that the power storage ratio SOC becomes a value at the time of full charge or a value slightly lower than the value at the time of full charge at the timing when the time during which the battery is left is reduced). The electric vehicle 20 that has received the charging schedule performs external charging according to the charging schedule. Hereinafter, external charging according to such a charging schedule is referred to as “timer charging”.

  Next, an operation of the charging system 10 of the embodiment configured as described above, particularly an operation when the user connects the spot side connector 92 at home to the vehicle side connector 51 of the electric vehicle 20 will be described. FIG. 2 is a flowchart illustrating an example of a charging process routine according to the embodiment. The charging process routine is repeatedly executed when the electric vehicle 20 is parked at the user's home and the spot connector 92 and the vehicle connector 51 are connected. Whether the electric vehicle 20 is parked at the user's home is determined by using a navigation system (not shown) based on whether the electric vehicle 20 has been parked at the user's home stored in the navigation system in advance for a predetermined time. Is done. The left side of the figure shows a charging process routine executed by the electronic control unit 70 mounted on the electric vehicle 20. The right side of the figure shows a charge execution determination routine executed by the computer of the data center DC.

  When this routine is executed, first, the electronic control unit 70 mounted on the electric vehicle 20 executes a process of transmitting the power storage rate SOC to the data center DC (step S100).

  The computer of the data center DC receiving the power storage rate SOC determines whether the received power storage rate SOC is lower than the minimum rate SOCmin (step S200). The minimum ratio SOCmin is a ratio predetermined as a power storage ratio at which the electric vehicle 20 can travel the minimum traveling distance Dmin (for example, 20 km, 30 km, 40 km, or the like) at which the electric vehicle 20 is desired to travel at least after departure.

  When the power storage rate SOC is equal to or higher than the minimum rate SOCmin (step S200), it is determined that the battery 36 does not need to be charged immediately (step S240), and the determination result is transmitted to the electric vehicle 20 (step S250). The execution determination routine ends.

  When the power storage rate SOC is lower than the minimum rate SOCmin (step S200), subsequently, it is determined whether or not the current time is a power peak time when power system demand is high (step S210), and the power is controlled by the power company PSC. It is determined whether or not (Step S220). Step S210 determines that the current time is the power peak time when the data center DC receives information from the power company PSC requesting power suppression by the power peak. Step S220 is performed based on the setting as to whether or not to respond to power suppression from the power company PSC transmitted from the interface IF.

  When the current time is not the power peak time (step S210), or when the current time is the power peak time and does not respond to power suppression from the power company PSC (steps S210 and S220), external charging can be performed. Is determined (step S230), the determination result is transmitted to the electric vehicle 20 (step S250), and the charge execution determination routine ends.

  Even when the current time is the peak power time, when the power company PSC responds to the power suppression (steps S210 and S220), it is determined that the battery 36 cannot be charged (step S240), and the determination result is sent to the electric vehicle 20. The charging is performed (step S250), and the charging execution determination routine is terminated.

  The electronic control unit 70 of the electric vehicle 20 that has received the determination result determines whether to execute the external charging based on the received determination result (step S110). Here, when the determination result that the external charging can be performed is received, it is determined that the external charging is performed. When it is determined that there is no need to charge the battery 36, or when it is determined that the battery 36 cannot be charged in response to a request for power suppression from the power company PSC, it is determined that external charging is not to be performed.

  If it is determined in step S110 that external charging is to be performed, external charging is performed (step S120), and the charge control routine ends. In step S120, the electronic control unit 70 controls the charger 50 so that the battery 36 is charged using the power of the charging facility at home (power from the power system of the power company PSC), thereby performing external charging. Execute. By such control, the charge ratio SOC of the battery 36 can be increased.

  When it is determined in step S110 that external charging is not to be performed, external charging is not performed when external charging is not being performed, or external charging is terminated when external charging is already being performed (step S110). S130), ends the charge control routine. By such control, the external charging of the battery 36 can not be performed or the external charging can be terminated.

  According to such control, when the current time is not the power peak time and the power of the power system is not tight (steps S200 and S210), the charging can be executed when the storage rate SOC of the battery 36 is less than the minimum rate SOCmin. It is determined that there is (Step S230), and external charging is performed (Steps S250, S110, S120). When the power storage rate SOC becomes equal to or more than the minimum rate SOCmin (step S200), it is determined that charging is unnecessary (step S240), and the external charging is ended (steps S250, S110, S130). That is, when the current time is not the power peak time when the power storage rate SOC of the battery 36 is less than the minimum rate SOCmin (when the power of the power system is not tight), the power storage rate SOC becomes the minimum rate SOCmin. Since the external charging is performed, the electric vehicle 20 can be made to be able to travel the minimum traveling distance Dmin.

  FIG. 3 illustrates an example of a time change and an external charge execution state when the power storage rate SOC of the battery 36 is less than the minimum rate SOCmin and the current time is the power peak time immediately after the electric vehicle 20 is parked. FIG. In FIG. 3, a broken line indicates a period during which the external charging is performed when the power storage rate SOC of the battery 36 is less than the minimum rate SOCmin immediately after the electric vehicle 20 is parked and the current time is not the power peak time. . When the current time is the power peak time when the power storage rate SOC of the battery 36 is less than the minimum rate SOCmin and the power of the power system is tight (steps S200 and S210), when responding to a request from the power company PSC (Step S220), it is determined that charging is impossible (Step S240), and external charging is not performed (Steps S250, S110, S130). In this case, when the power peak time has passed (steps S200, S210), it is determined that charging can be performed (step S230), and external charging is performed as shown (steps S250, S110, S120). . That is, when the storage rate SOC of the battery 36 is less than the minimum rate SOCmin and the current time is the power peak time, the start of the external charging is postponed as shown by the broken arrow in FIG. . Thereby, it can be suppressed that the electric power of the electric power system becomes more tight due to external charging.

  Further, when the power storage rate of the battery 36 is less than the minimum rate SOCmin, it is the power peak time and the power of the power system is tight (steps S200, S210), and when the power company PSC does not respond to the request from the power company PSC ( In step S220, it is determined that charging can be performed (step S230), and external charging is performed (steps S250, S110, S120). Thereby, the electric vehicle 20 can be made to be able to travel the minimum traveling distance Dmin, giving priority to the user's request over the request from the power company PSC.

  When the timer charging is performed in accordance with the charging schedule created in the data center DC while the charging process routine of the embodiment illustrated in FIG. 2 is being executed, the timer of the embodiment illustrated in FIG. Timer charging may be prioritized over the charging process routine. Thus, before the estimated departure time of the user, the storage rate SOC of the battery 36 can be set to a full charge or a value slightly lower than the full charge.

  According to the charging system 10 of the embodiment described above, when the power of the power system is tight when the storage rate SOC of the battery 36 is less than the minimum rate SOCmin, the external charging is started until the power of the power system is no longer tight. Is postponed, it is possible to prevent the power of the external power system from being further tightened by external charging.

  In the charging system 10 of the embodiment, when the current time is the power peak time in step S210 of the charging execution determination routine illustrated in FIG. 2, in step S220, it is determined whether or not to respond to the request for power suppression from the power company PSC. Has been determined. However, if the current time is the power peak time without performing the determination in step S220, the process may proceed to step S240 and determine that charging is not possible.

  In step S210 of the charging execution determination routine illustrated in FIG. 2, in the charging system 10 according to the embodiment, when the data center DC receives information from the power company PSC requesting power suppression due to power peak, Is determined to be the power peak time. However, the power company PSC sets the peak electricity rate higher than the normal daytime electricity rate, the data center DC receives the current electricity rate from the electricity company PSC by wireless communication, and stores the received electricity rate in advance. The current time may be determined to be the power peak time when the electricity price is higher than the daytime electricity rate.

  In step S210 of the charging execution determination routine illustrated in FIG. 2, in the charging system 10 according to the embodiment, when the data center DC receives information from the power company PSC requesting power suppression due to power peak, It is determined that the current time is not the power peak time when the data center DC does not receive the information indicating that the power suppression by the power peak is requested from the power company PSC. ing. However, when the data center DC receives information from the power company PSC requesting power suppression due to the power peak, it determines that the current time is the power peak time, and determines that the current time is the power peak time. When a predetermined time has elapsed after the determination, it may be determined that the current time is not the power peak time.

  In the electric vehicle 20 of the embodiment, when the spot-side connector 92 of the charging spot 90 and the vehicle-side connector 51 are connected during parking, the electric power from the charging spot 90 (the power from the external power supply) is used for the battery 36. The battery charger is provided with the charger 50 for charging the battery 36 in addition to or instead of the charger 50 in a non-contact manner to receive the power from the charging spot 90 (the power from the external power supply). May be provided.

  Although the battery 36 is used as the power storage device in the electric vehicle 20 of the embodiment, a capacitor may be used instead of the battery 36.

  In the embodiment, the case where the present invention is applied to the charging system 10 including the electric vehicle 20, the data center DC, and the interface IF is illustrated. It may be installed in Further, all functions of the data center DC and the interface IF may be mounted on the electric vehicle 20, and the charging system may be mounted on the electric vehicle 20 without the data center DC and the interface IF.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the section of "Means for Solving the Problems" will be described. In the embodiment, the electric vehicle 20, the data center DC, and the interface IF correspond to a “charging system”.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the section of the means for solving the problem is as follows. This is merely an example for specifically describing a mode for carrying out the invention, and thus does not limit the elements of the invention described in the section of “Means for Solving the Problems”. That is, the interpretation of the invention described in the section of the means for solving the problem should be interpreted based on the description of the section, and the embodiment is not limited to the invention described in the section of the means for solving the problem. This is only a specific example.

  As described above, the embodiments for carrying out the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments at all, and various forms may be provided without departing from the gist of the present invention. Of course, it can be implemented.

  INDUSTRIAL APPLICABILITY The present invention is applicable to a manufacturing industry of a charging system and the like.

  Reference Signs List 20 electric vehicle, 22a, 22b drive wheel, 24 differential gear, 26 drive shaft, 32 motor, 34 inverter, 36 battery, 36a voltage sensor, 36b current sensor, 36c temperature sensor, 38 power line, 50 charger, 51 vehicle side Connector, 52 connection detection sensor, 70 electronic control unit, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, DC Data center, IF interface, PSC power company.

Claims (1)

A motor for traveling, and a power storage device that exchanges electric power with the motor, a charging system that performs external charging that charges the power storage device of the electric vehicle using electric power from an external power system, including:
When the power of the power system is tight when the power storage ratio of the power storage device is less than the predetermined ratio, the start of the external charging is postponed until the power of the power system is no longer tight,
Charging system.