JP3985390B2 - Power management system - Google Patents

Power management system Download PDF

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Publication number
JP3985390B2
JP3985390B2 JP17164199A JP17164199A JP3985390B2 JP 3985390 B2 JP3985390 B2 JP 3985390B2 JP 17164199 A JP17164199 A JP 17164199A JP 17164199 A JP17164199 A JP 17164199A JP 3985390 B2 JP3985390 B2 JP 3985390B2
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Prior art keywords
power
battery
amount
management system
electric vehicle
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Expired - Fee Related
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JP17164199A
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Japanese (ja)
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JP2001008380A (en
Inventor
正彦 寺本
則政 岸
寿郎 村松
友孝 黒豆
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日産自動車株式会社
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/12Recording operating variables ; Monitoring of operating variables
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14Conductive energy transfer
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30Constructional details of charging stations
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30Constructional details of charging stations
    • B60L53/305Communication interfaces
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/50Charging stations characterised by energy-storage or power-generation means
    • B60L53/51Photovoltaic means
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60Monitoring or controlling charging stations
    • B60L53/63Monitoring or controlling charging stations in response to network capacity
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60Monitoring or controlling charging stations
    • B60L53/65Monitoring or controlling charging stations involving identification of vehicles
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L55/00Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/14Preventing excessive discharging
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/22Balancing the charge of battery modules
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00Converter types
    • B60L2210/30AC to DC converters
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00Converter types
    • B60L2210/40DC to AC converters
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02JCIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00Circuit arrangements for ac mains or ac distribution networks
    • H02J3/28Arrangements for balancing of the load in a network by storage of energy
    • H02J3/32Arrangements for balancing of the load in a network by storage of energy using batteries with converting means
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02JCIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0063Circuits adapted for supplying loads only
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02JCIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/02Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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    • Y02E60/72Systems characterised by the monitored, controlled or operated power network elements or equipments
    • Y02E60/721Systems characterised by the monitored, controlled or operated power network elements or equipments the elements or equipments being or involving electric vehicles [EV] or hybrid vehicles [HEV], i.e. power aggregation of EV or HEV, vehicle to grid arrangements [V2G]
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    • Y02T10/7005Batteries
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y04S10/126Systems characterised by the monitored, controlled or operated power network elements or equipment the elements or equipment being or involving energy generation units, including distributed generation [DER] or load-side generation the energy generation units being or involving electric vehicles [EV] or hybrid vehicles [HEV], i.e. power aggregation of EV or HEV, vehicle to grid arrangements [V2G]
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    • Y04INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
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    • Y04S30/00Systems supporting specific end-user applications in the sector of transportation
    • Y04S30/10Systems supporting the interoperability of electric or hybrid vehicles
    • Y04S30/12Remote or cooperative charging
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04SSYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S30/00Systems supporting specific end-user applications in the sector of transportation
    • Y04S30/10Systems supporting the interoperability of electric or hybrid vehicles
    • Y04S30/14Details associated with the interoperability, e.g. vehicle recognition, authentication, identification or billing

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a power management system that performs efficient power management, and more particularly to a power management system between a house and an electric vehicle.
[0002]
[Prior art]
Recently, various uses of electric vehicles have been studied from the viewpoint of environmental protection. In particular, in order to make it easy to use, it is preferable to supply electric power to the battery of the electric vehicle from a household power source in the house, and efforts are being made to develop the supply system.
On the other hand, as a power supply from the vehicle side to the house, a system for supplying the electric power obtained from the solar power generation device and stored in the battery of the electric vehicle to the household power supply is disclosed in, for example, Japanese Patent Laid-Open No. 8-19193. .
[0003]
This power supply system includes a power conditioner that converts DC power generated by a solar cell module installed on the roof of the garage into AC power, and further provides a battery charger on the AC output side to convert AC power. The electric power is converted into direct current and stored in the battery of the electric vehicle. Conversely, the electric power stored in the battery is converted into alternating current. The electric power stored in the battery serves as a drive source for the electric vehicle, while the AC side of the battery charger is connected to the home load of the house via the connector, thereby supplying electric power from the battery of the electric vehicle to the household power supply. To meet the load on the housing side.
[0004]
[Problems to be solved by the invention]
However, in such a conventional system, power can be supplied from the battery of the electric vehicle to the household power supply. However, if the electric power stored in the battery is consumed, the electric vehicle is not charged until it is charged next time. It cannot be used, and there is a disadvantage that it cannot cope with a sudden outing. There is also a problem that the battery may be rapidly deteriorated if it is overdischarged.
[0005]
Therefore, in view of the above problems, the present invention realizes leveling of power demand by enabling both power supply from a household power source of a house to an electric vehicle and vice versa. In addition, an object of the present invention is to provide an electric power management system using an electric vehicle that secures predetermined electric power on the electric vehicle side at low cost and can cope with a sudden outing.
[0006]
[Means for Solving the Problems]
For this reason, the electric power management system of Claim 1 is provided with the charger / discharger connected to the electric power wiring which supplies external system | strain electric power to a household load at the house side, and the main controller which performs whole control, and via a charger / discharger. In the power management system that enables mutual power transmission between the battery mounted on the electric vehicle and the house side, the battery controller that monitors the state of the battery and manages charge / discharge, and the connection between the charger / discharger and the battery And a secured power amount determining means for obtaining a secured power amount of the battery corresponding to normal use of the electric vehicle, and the main controller supplies at least system power when supplying power from the battery to the house side. During normal operation, the amount of power supplied is limited to the amount obtained by subtracting the amount of reserved power from the remaining battery capacity.
[0007]
The secured power amount determining means includes, for example, a consumed power storage means for storing the amount of power consumed from the battery every day until the battery charger is disconnected from the charger / discharger and the battery is reconnected. And a reserved power calculating means for calculating the reserved power amount of the battery based on the learning of the determined power amount.
[0008]
The power management system according to claim 6 is a specific point search unit that searches for a specific point around the current point where the battery is connected to the charger / discharger based on the map data, as the secured power amount determination unit, A distance calculation means for calculating a round trip distance between a point and a specific point, and a secured power calculation for obtaining a power amount obtained by multiplying a round trip distance and a power consumption per unit distance as a secured power amount of a battery corresponding to normal use of an electric vehicle Means.
[0009]
The power management system according to claim 9 is a consumed power storage means for storing, every day, an amount of power consumed from the battery until the reconnecting after the connection between the charger / discharger and the battery is disconnected as the secured power amount determining means. And a first secured power calculation means for calculating the secured power amount of the battery as an actual value based on learning of the consumed power amount, and a current position around the current point where the electric vehicle connects the battery to the charger / discharger A specific point search means for searching for specific points based on map data, a distance calculation means for calculating a round trip distance between the current point and the specific point, and a power amount obtained by multiplying the round trip distance and the power consumption per unit distance. A second secured power calculation unit that is obtained as a theoretical value of the power amount, and outputs a calculation result of the second secured power calculation unit until the learning reaches a predetermined amount, and thereafter The calculation result of one secured power calculation means is output.
[0010]
The power management system according to claim 16 performs power transmission between the battery and the house side by electromagnetic induction of high frequency AC, and the charger / discharger controls the AC / high frequency AC bidirectional converter and the AC / high frequency AC bidirectional converter. The charging / discharging controller is provided, and the high-frequency AC / DC bidirectional inverter is connected to the battery of the electric vehicle.
The AC / high frequency AC bidirectional converter can be composed of an AC / DC bidirectional inverter and a DC / high frequency AC bidirectional inverter.
[0011]
In the power management system according to claim 18, a residential storage battery is connected to a connection point between the AC / DC bidirectional inverter and the DC / high frequency AC bidirectional inverter of the charger / discharger via a storage battery charging / discharging circuit, and the main controller Power from the grid power to the battery, power supply from the battery to the home load of the house, and charge from the grid power to the residential storage battery based on the status of the grid power, the status of the battery, and the status of the storage battery for the house The power supply direction is switched between the power supply from the residential storage battery to the home load and the charging from the residential storage battery to the battery.
[0012]
The power management system according to claim 21, wherein a photovoltaic power generation panel having a power generation monitoring device attached to a connection point between the AC / DC bidirectional inverter and the DC / high frequency AC bidirectional inverter of the charger / discharger is connected, Based on the time of day, grid power status, battery status, and photovoltaic power generation status, the grid power is charged to the battery, the power is supplied from the battery to the home load of the house, and the photovoltaic panel is connected to the battery. The power supply direction is switched between charging and power supply from the solar power generation panel to the household load.
[0013]
The power management system according to claim 24 is a solar system in which a storage battery for a house and a power generation monitoring device are attached via a storage battery charging / discharging circuit at a connection point between the AC / DC bidirectional inverter and the DC / high frequency AC bidirectional inverter of the charger / discharger. A photovoltaic panel is connected and the main controller is charged from the grid power to the battery, from the battery to the house based on the time, grid power status, battery status, residential storage battery status and photovoltaic power generation status Power supply to home load, charging from grid power to home storage battery, power supply from home storage battery to home load, charging from home storage battery to battery, charging from solar panel to battery , Switch the direction of power supply between charging from the solar power panel to the residential storage battery and power supply from the solar power panel to the household load It was as.
[0014]
【The invention's effect】
According to the first aspect of the present invention, in the power management system for charging the electric power to the electric vehicle and supplying the electric power from the battery of the electric vehicle to the house, the electric vehicle can be normally used. In other words, the electric vehicle's electric power is supplied to the house after securing the amount of electric power necessary for the round trip in the user's daily life area to the house side, so it is possible to respond to sudden outings and the electric vehicle's electric power with peace of mind Can be used at home load. Further, since the battery is not completely discharged, performance deterioration such as a rapid increase in internal resistance or a rapid decrease in capacity is prevented, and the battery life is improved.
[0015]
In a sixth aspect of the invention, a specific point around the current point is searched based on map data, a round-trip distance to the specific point is calculated, and a battery is secured by multiplying the round-trip distance by the power consumption per unit distance. Since the amount of electric power is obtained, there is no need to acquire and learn travel data. Therefore, it is possible to use the electric vehicle power at home load with a sense of security immediately after the start of use.
[0016]
In the invention according to claim 9, the first secured power calculation means for calculating the secured power amount as the actual value based on learning, the round trip distance to the specific point searched by the map data, and the power consumption per unit distance Since the second secured power calculation means that obtains the secured power amount as a theoretical value by multiplication is switched according to the degree of learning, the secured power amount can be obtained from the beginning of use, and the accuracy increases as the use is repeated. improves.
[0017]
In the invention described in claim 16, since power transmission between the battery and the house is performed by electromagnetic induction of high-frequency AC, sparks generated when using a connection connector or the like with exposed metal contacts, and deterioration of the contacts caused thereby. Has the advantage of being free from problems.
[0018]
In the invention described in claim 18, since the storage battery is further connected to the charger / discharger, and it becomes possible to charge the storage battery from the system power, the power of the battery of the electric vehicle and the power of the storage battery of the house It is possible to supply to the household load using power storage with sufficient margin.
In addition, for example, low-cost late-night power can be charged to a residential storage battery, and the electric power stored in the residential storage battery can be charged to the battery of an electric vehicle in the daytime. Can be leveled.
[0019]
In the invention according to claim 21, since the photovoltaic power generation panel is connected to the charger / discharger, it is possible to supply the photovoltaic power to the household load or to charge the battery of the electric vehicle. . Moreover, it becomes possible to supply the solar power generated once to the battery of the electric vehicle to the household load. Furthermore, it is possible to reduce power demand for daytime grid power.
[0020]
In the invention according to claim 24, since the storage battery and the photovoltaic power generation panel are connected to the charger / discharger, the electric power is stored in the electric vehicle battery and the residential storage battery from the system power, and the electric power and solar power from both of them are stored. It becomes possible to supply the generated power of the photovoltaic panel to the household load. In addition, the solar power generation panel can be used to charge batteries and residential storage batteries, so that appropriate power can be supplied according to various situations, while reducing power demand for daytime grid power and reducing costs. be able to.
[0021]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to examples.
FIG. 1 is a block diagram showing a first embodiment of a power management system according to the present invention.
First, the house side will be described.
On the house 50 side, various home loads 13 are connected to the grid power 1 from the power company via the switchboard 12. A main controller 100 that performs overall control of the system is provided in the house, and an interface 101 is connected thereto. The interface includes a display unit 101a such as a display and an input unit 101b from the user.
[0022]
The main controller 100 has a time management function. The main controller 100 receives a battery voltage / input / output current and remaining capacity (hereinafter referred to as a battery state), a travel history, a reserved power amount and a surplus power amount, a paddle connection signal, and a system from a charge / discharge controller 107 described later. An abnormal signal is received, and it is determined whether power is supplied (charged) to the electric vehicle 103 based on these data and time, or vice versa. A command is output to the discharge controller 107.
The main controller 100 also outputs a battery state and a mode state indicating which mode is charging or discharging to the interface 101 and causes the display unit 101a to display the mode state.
The main controller 100 sends output request signals corresponding to the various information and signals as described above.
[0023]
A charger / discharger 102 is further connected to the switchboard 12.
The charger / discharger 102 includes a converter 104 connected to the switchboard 12 and a charge / discharge controller 107 connected to the converter 104 and the main controller 100 described above.
[0024]
The converter 104 includes a second inverter 111 and a third inverter 112 and has a system power sensor function.
The second inverter 111 performs AC / DC conversion when charging, and DC / AC conversion when discharging. The third inverter 112 performs DC / high frequency AC conversion when charging and high frequency AC / DC conversion when discharging.
Thus, when charging the battery 9 of the electric vehicle 103 described later, the converter 104 performs AC / high frequency AC conversion as a whole, and when supplying (discharging) power from the battery 9 to the house 50 side, the high frequency AC as a whole. A function of / AC conversion is provided.
[0025]
In addition, the high frequency AC / AC conversion at the time of supplying electric power from the battery 9 to the house 50 side outputs AC power having a phase synchronized with the phase of the system power by using the above system power sensor function. When a power abnormality is detected, a system abnormality signal is created to the charge / discharge controller 107, and AC power at the frequency of the system power before the abnormality is output.
[0026]
A charging paddle 6 is connected to the third inverter. The charging paddle 6 includes one coil constituting a transformer so as to transmit electric power by electromagnetic induction between the electric vehicle 103 and an inlet 7 described later.
[0027]
The charge / discharge controller 107 receives a battery state of the electric vehicle, a driving history, a reserved power amount and a surplus power amount, and a paddle connection signal, which will be described later, from the electric vehicle 103 side via the first communication antenna 10, and these data And a function of receiving a charge or discharge command from the main controller 100 and transmitting a charge / discharge control signal to the electric vehicle 103 via the first communication antenna 10. ing.
[0028]
The charge / discharge controller 107 further performs charge / discharge control of the converter 104 based on a command from the main controller 100.
Various commands and signals output from the main controller 100 to the electric vehicle side are transmitted via the first communication antenna 10 via the charge / discharge controller 107.
[0029]
Next, the electric vehicle 103 is provided with an inlet 7 connectable to the charging paddle 6 of the charger / discharger 102, and the battery 9 is connected to the inlet 7 via the first inverter 106.
A battery controller 108 is connected to the inlet 7, the battery 9, and the first inverter 106, and a surplus power calculation device 110 and a travel history acquisition device 109 are sequentially connected to the battery controller 108.
[0030]
Inlet 7 is provided with the other coil which constitutes a transformer so that electric power may be transmitted to and from charging paddle 6 by electromagnetic induction.
The inlet 7 is provided with a switch 7a. When the charging paddle 6 is inserted into the inlet 7 and connected to the charging paddle 6 so as to be able to transmit power, the switch 7a is activated to output a paddle connection signal to the battery controller 108. To do.
This switch 7a constitutes a means for detecting the connection between the charger / discharger and the battery in the invention.
The first inverter 106 has a function of performing high frequency AC / DC conversion when charging the battery 9 and performing DC / high frequency AC conversion when discharging from the battery 9.
[0031]
The battery controller 108 monitors the battery state of the battery 9 and transmits the battery state to the remaining power calculation device 110. Further, the battery controller 108 issues an output request for the surplus power calculation result to the surplus power calculation device 110 as necessary, receives a travel history and a surplus power calculation result, which will be described later, and connects the paddle 6 of the charging paddle 6 from the inlet 7. A signal is received and a battery state, a driving | running | working log | history, a surplus power calculation result, or a paddle connection signal is transmitted to the charger / discharger 102 side via the 2nd communication antenna 11. FIG. The battery controller 108 also receives a charge / discharge control signal from the charger / discharger 102 side via the second communication antenna 11 and performs charge / discharge control of the first inverter 106.
[0032]
The travel history acquisition device 109 obtains the travel distance per trip from the time when the charging paddle 6 is disconnected to the next connection, the date and time, and the remaining power calculation device 110 from the battery controller 108 as the travel history of the electric vehicle. The battery status transmitted via the computer is recorded, and the recorded travel history is output to the surplus power calculator 110.
[0033]
The surplus power calculation device 110 receives the battery state and the paddle connection signal from the battery controller 108, and transmits the battery state and the paddle connection signal to the travel history acquisition device 109.
The surplus power calculation device 110 receives the travel history from the travel history acquisition device 109, learns the power consumption per trip as the amount of power necessary for the user to travel back and forth to a predetermined place in the daily life area, This is stored as the reserved power amount.
[0034]
The surplus power calculation device 110 further calculates the power amount obtained by removing the emergency power amount (for example, 20% of the total battery capacity) and the reserved power amount from the remaining capacity of the battery 9 as the remaining power amount.
The battery controller 108 outputs the travel history, the secured power amount, and the remaining power amount data to the charger / discharger 102 side via the second communication antenna 11.
The travel history acquisition device 109 may store travel history data for each day of the week, and the remaining power calculation device 110 may calculate the reserved power amount for each day of the week from the travel history data for each day of the week.
[0035]
With the above configuration, while the electric vehicle 103 is traveling, the travel history acquisition device 109 acquires the travel history, and the remaining power calculation device 110 must be secured for the user to make a round trip to a predetermined location. It learns the amount of power and calculates the amount of remaining power.
The travel history acquisition device 109 and the surplus power calculation device 110 described above constitute secure power amount determination means in the invention. In particular, the travel history acquisition device 109 serves as a consumption power storage means, and the surplus power calculation device 110 secures power calculation means. It corresponds to.
Further, the first communication antenna 10 and the second communication antenna 11 form communication means.
[0036]
On the house side, the main controller 100 determines whether to enter the charge mode or the discharge mode from the presence / absence of surplus power and the time, and outputs a command. In response to this, the charge / discharge controller 107 transmits a charge / discharge control signal to the battery controller 108 of the electric vehicle and controls the converter 104, and the battery controller 108 controls the first inverter 106 on the electric vehicle side.
[0037]
At the time of charging, AC power from the grid power 1 is AC / high-frequency AC converted by the converter 104, electric power is transmitted to the electric vehicle 103 side by electromagnetic induction between the charging paddle 6 and the inlet 7, and high frequency is output by the first inverter 106. The battery 9 is charged by performing AC / DC conversion.
[0038]
At the time of discharging, the DC power from the battery 9 is DC / high-frequency AC converted by the first inverter 106, and the electric power is transmitted to the house side by electromagnetic induction between the charging paddle 6 and the inlet 7, and the converter 104 of the charger / discharger is used. High-frequency AC / AC conversion is performed and supplied to the home load 13 via the switchboard 12.
[0039]
At the time of charging and discharging, the state is displayed on the display unit 101a of the interface 101.
FIG. 2 is a display example during charging, that is, supplying power to the battery of the electric vehicle 103 from the house 50 side.
The display screen includes a picture display 200 simulating a house, a picture display 210 simulating an electric car, a charge mode display 221 indicating a state of charge, a time display 230, a battery remaining capacity% display 231, and a battery remaining capacity. The travelable distance 232, the charging power, the integrated charging power amount 236 from the start of charging, and the power charge 237 for the integrated charging power amount are displayed.
[0040]
In the electric vehicle picture display 210, a fuel gauge 211 of the battery 9 is displayed in an overlapping manner, and a chargeable power amount 215, a reserved power amount 213, and an emergency power amount 214 are displayed in different colors. In the figure, the remaining power amount is not displayed, but if there is also a remaining power amount, it is displayed together.
[0041]
FIG. 3 is a display example during discharging, that is, supplying power from the electric vehicle 103 to the house 50.
Discharge mode display 220 indicating that the battery is in a discharge state instead of the charge mode display on the display screen during charging, discharge power instead of charge power, and cumulative discharge power amount from the start of discharge instead of cumulative charge power amount 234, instead of the power charge, the difference between the late-night power charge and the non-midnight power charge for the integrated discharge power amount is displayed, and the display of the discharge margin (remaining power amount) 233 is further added. Note that the remaining power 211 is also displayed in the fuel gauge 211 in FIG.
This display makes it possible to recognize at a glance that the emergency power amount and the reserved power amount remain even during discharge.
[0042]
4 and 5 are flowcharts showing the flow of the charge and discharge mode switching control operation in the main controller 100. FIG.
First, in step 101, it is checked whether the charging paddle 6 is connected to the inlet 7 or not. This is detected by the presence or absence of a paddle connection signal transmitted from the battery controller 108 to the charger / discharger 102 via the first and second communication antennas 10 and 11. This step is repeated until it is detected that the charging paddle 6 is connected to the inlet 7.
[0043]
When the charging paddle 6 is connected to the inlet 7, it is next checked in step 102 whether or not the current time belongs to a midnight power time zone in which the grid power is midnight power at a low cost.
If it is not the midnight power time zone, in step 103, an output request signal of the battery state and the remaining power calculation result is sent to the electric vehicle 103 side, and data from the remaining power calculation device 110 via the battery controller 108 is received. Then, it is checked whether or not the battery 9 of the electric vehicle 103 has a surplus electric energy.
[0044]
And when there is a surplus electric power amount, it progresses to step 104 and starts discharge (electric power supply from the battery 9 of the electric vehicle to the house 50 side). That is, the charge / discharge controller 107 that has received a discharge start command from the main controller 100 transmits a discharge start signal to the battery controller 108 of the electric vehicle and causes the converter 104 to perform a discharging operation. On the electric vehicle side, the battery controller 108 discharges the first inverter 106.
[0045]
During discharging, in step 105, data from the surplus power calculation device 110 is received at a predetermined time interval such as 1 sec, and it is monitored whether or not the battery 9 has a surplus power amount. While there is a surplus power amount, it is checked in step 106 whether the current time is in the midnight power time zone.
Here, if it is not the midnight power time zone, the discharge is continued and the process returns to step 105.
[0046]
When the remaining power amount is exhausted in the check in step 105, or when the current time is in the midnight power time zone in the check in step 106, the process proceeds to step 107.
In step 107, it is checked whether or not the system power is normal depending on whether or not the system abnormality signal from the converter 104 is received. If the system power is not normal, that is, if there is a power failure, the process proceeds to step 108 and the discharge is continued, and the check in step 107 is repeated until the system power becomes normal.
[0047]
If the check at step 107 detects that the grid power is normal, the discharge is terminated at step 109. That is, the charge / discharge controller 107 that has received the discharge end command ends the discharge operation of the converter 104 and transmits a discharge end signal to the battery controller 108 of the electric vehicle. On the electric vehicle side, the battery controller ends the discharging operation of the first inverter 106.
[0048]
Thereafter, in step 111, it is checked whether or not the current time is in the midnight power time zone, and the check is repeated until the midnight power time zone is reached. When the midnight power time zone is reached, the routine proceeds to step 112 where charging of the battery 9 is started.
That is, the charge / discharge controller 107 that has received a charge start command from the main controller 100 transmits a charge start signal to the battery controller 108 of the electric vehicle and causes the converter 104 to perform a charging operation. On the electric vehicle side, the battery controller 108 charges the first inverter 106.
Thereafter, charging is continued until the battery is fully charged while receiving and checking the battery status monitored by the battery controller 108.
[0049]
On the other hand, if there is no remaining power amount in the check in step 103, the process proceeds to step 113 to check whether the grid power is normal. Here, when the grid power is normal, in step 110, data from the surplus power calculation device 110 is received and it is checked whether there is a reserved power amount. And when there is no secured electric energy, since going out may be disturbed, it progresses to step 112 and the charge to the battery 9 is started.
[0050]
If there is a sufficient amount of power in the check in step 110, it is possible to respond to going out of one trip, so after proceeding to step 111 and detecting that it is in the late-night power time zone, the battery 9 is charged in step 112 Start.
[0051]
If the check result in step 113 is a power failure, the process proceeds to step 115 and discharge is started.
During discharging, in step 116, it is checked whether or not the system power is normal at predetermined time intervals. While the power failure occurs, the discharge is continued in step 117 and the check in step 116 is performed until the system power 1 becomes normal. repeat.
[0052]
Thereby, the electric power supply from the electric vehicle 103 to the household load 13 of the house 50 is continued until the system power 1 becomes normal.
When the check at step 116 detects that the grid power 1 has been restored to normal, the discharge is terminated at step 118 and the process proceeds to step 112 to start charging.
[0053]
If the current time is in the midnight power time zone in the check in step 102, it is checked in step 114 whether the grid power 1 is normal.
If the grid power is normal, the process proceeds to step 112 and charging is started.
On the other hand, if the check result in step 114 is a power failure, the process proceeds to step 115 to start discharging.
Thereafter, as in the case of proceeding from step 113 to step 115, discharging is continued until the grid power 1 becomes normal, power is supplied to the household load 13 of the house 50, and then charging is started.
[0054]
As described above, switching between the charging mode and the discharging mode is automatically performed only by the user connecting the charging paddle 6 to the inlet 7.
In addition, since the input unit 101b is provided in the interface 101 in the present embodiment, the charging mode and the discharging mode are forcibly switched over by the user's input operation in preference to the automatic switching operation shown in the above flowchart. Can also be done.
[0055]
This embodiment is configured as described above, and charging or discharging is controlled at a low cost by midnight power by controlling charging or discharging according to the amount of reserved and remaining power, the time zone, and the state of system power of the battery 9. However, when there is an abnormality in the system power 1 such as a power failure, power can be supplied from the battery 9 to the household load 13. As long as there is no abnormality in the grid power 1, the battery 9 stores the reserved power amount and the emergency power amount necessary for the user to make a round trip to a predetermined area within the daily life area. It is possible to use the amount of surplus power on the house 50 side while securing the power.
[0056]
Similarly, since the reserved power amount and the emergency power amount are kept in the battery 9 as long as there is no abnormality in the system power 1 and is not completely discharged, performance deterioration such as a rapid increase in internal resistance or a rapid decrease in capacity of the battery 9 is prevented. Thus, the effect that the life of the battery 9 is improved can be obtained.
In addition, since the travel history data is stored for each day of the week and the reserved power amount for each day of the week is calculated, even a user whose travel distance varies for each day of the week can use the remaining power amount in the household load 13 of the house. it can.
[0057]
In addition, the charging / discharging state is displayed on the interface 101. In addition to the mode display during charging, the remaining battery capacity, the travelable distance, the accumulated charge power amount, the power charge, etc. are displayed. Can be recognized, and the electricity charge charged to the battery 9 can be known.
In addition, when discharging, the remaining battery capacity, travelable distance, discharge margin (remaining power amount), accumulated discharge power amount and the difference between the midnight power charge and the non-midnight power charge, etc. are displayed. At the same time, it is possible to know the cost effectiveness of effectively using cheap midnight power.
[0058]
FIG. 6 shows a modification of the first embodiment. In this configuration, the travel history acquisition device and the surplus power calculation device provided in the electric vehicle 103 in the configuration of FIG. 1 are provided on the house side.
In this power management system, a travel history acquisition device 172 and a surplus power calculation device 171 are connected to the main controller 170 on the house 50 side.
[0059]
When the paddle 6 is connected to the inlet 7 and a paddle connection signal is output, the travel history acquisition device 172 outputs the second communication antenna 11, the first communication antenna 10, and the charge / discharge controller 107 from the battery controller 108. The remaining capacity data of the battery 9 is acquired via the main controller 170, the power consumption per trip is stored as a travel history, and the stored travel history is output to the main controller 170.
[0060]
Similarly, the remaining power calculation device 171 obtains the remaining capacity data of the battery 9 from the electric vehicle side, and obtains the travel history from the travel history acquisition device 172 via the main controller 170 to consume power per trip. The amount is learned as the amount of electric power necessary for traveling back and forth to a predetermined place in the daily life area, and stored as the reserved electric energy. The surplus power calculation device 171 also calculates the power amount obtained by removing the emergency power amount (for example, 20% of the total battery capacity) and the reserved power amount from the remaining capacity of the battery 9 as the surplus power amount, and the reserved power amount and the surplus power are calculated. The amount is output to the main controller 170.
[0061]
The main controller 170 has a time management function. Then, the main controller receives the battery state and the paddle connection signal via the charge / discharge controller 107, and outputs these data to the travel history acquisition device 172.
The main controller 170 further receives the travel history from the travel history acquisition device 172 and outputs the battery state and the travel history to the remaining power calculation device 171.
[0062]
Then, the main controller 170 receives the reserved power amount and the remaining power amount from the surplus power calculation device 171, and determines whether to charge the battery 9 or discharge to the house side from these data and time and charge / discharge A command is output to the controller 107.
Other configurations are the same as those of the first embodiment shown in FIG.
[0063]
When the electric vehicle 103 travels and connects the charging paddle 6 to the inlet 7, the travel history acquisition device 172 acquires the travel history, and the surplus power calculation device 171 reserves for a round trip to a predetermined place in the daily life area. The power amount to be secured is learned and the remaining power amount is calculated. Then, the main controller 170 determines whether to set the charging mode or the discharging mode from the presence / absence of the remaining power amount and the time, and outputs a command, and based on this, a charge / discharge control signal is sent from the charge / discharge controller 107 to the battery controller 108. Send. On the house 50 side, the charge / discharge controller 107 controls the converter 104, and on the electric vehicle 103 side, the battery controller 108 controls the first inverter 106.
The charge / discharge switching operation in the main controller 170 is the same as that in the first embodiment.
[0064]
According to this modification, in addition to the effects of the first embodiment, even if the electric vehicle to which the charging paddle 6 is connected changes depending on the day, if the vehicle type is the same, the vehicle travels back and forth to a predetermined place in the daily life area. Therefore, it is possible to learn and calculate in advance the amount of electric power to be reserved for the battery on the side of the house 50 and to use the result in common.
[0065]
FIG. 7 is a block diagram showing a second embodiment of the present invention.
This power management system includes a navigation device 151 and map data 152 connected thereto instead of the travel history acquisition device 109 in the configuration of the first embodiment shown in FIG.
[0066]
The navigation device 151 uses the information stored in the map data 152 for a round-trip route from a residential point provided with the charging paddle 6 to a point such as the nearest station, hospital, supermarket, bank, family restaurant in the daily life area. Based on the search, a round trip to the farthest point is calculated as a theoretical value of the required travel distance, and is output to the remaining power calculation device 150.
[0067]
The surplus power calculation device 150 receives the battery state and the paddle connection signal from the battery controller 108. When the paddle connection signal is received, the surplus power calculation device 150 receives the required travel distance of the daily life area from the navigation device 151, and multiplies the required travel distance by the theoretical value of the amount of power consumed by the travel per unit distance. Thus, the amount of electric power required for the required travel distance is calculated as the reserved electric energy.
[0068]
Then, the surplus power calculation device 150 calculates the amount of power obtained by removing the emergency power amount (for example, 20% of the total battery capacity) and the reserved power amount from the remaining capacity of the battery 9 as the surplus power amount. The power amount data is output from the battery controller 108 to the charger / discharger 102 via the second communication antenna 11.
Here, the navigation device 151 and the surplus power calculation device 150 constitute the reserved power amount determining means in the invention. In particular, the navigation device 151 is used as the specific point search means and the distance calculation means, and the surplus power calculation device 150 is the reserved power calculation means. It corresponds to.
[0069]
With the above configuration, after the electric vehicle 103 travels, when the charging paddle 6 is connected to the inlet 7, the navigation device 151 calculates the necessary travel distance in the daily life area of the user from the information stored in the map data 152. The power calculation device 150 calculates the amount of reserved power and the amount of surplus power necessary for it. Then, the main controller 100 determines whether to enter the charge mode or the discharge mode from the presence / absence of the remaining power amount and the time, and outputs a command.
Other configurations and operations are the same as those of the first embodiment.
[0070]
The present embodiment is configured as described above, can be charged at low cost by midnight power, and can use the remaining power amount on the house side while ensuring the availability of the electric vehicle, and the performance of the battery 9 is deteriorated. The same effects as those of the first embodiment can be obtained, for example, the life can be prevented and the life can be improved, and the battery state and the charge / discharge state can be recognized at a glance by the display of the interface 101.
[0071]
In particular, the required travel distance calculated by the navigation device 151 based on the map data is used, and the secured power amount is calculated by multiplying this by the theoretical value of the power consumption amount per unit distance. Therefore, it is possible to obtain the secured power amount without learning the power, and the remaining power amount can be used with the household load 13 of the house with confidence from when the electric vehicle 103 is used for the first time.
[0072]
FIG. 8 shows a modification of the second embodiment. In this configuration, the functions of the navigation device 151, the map data 152, and the remaining power calculation device 150 provided in the electric vehicle 103 in the configuration of FIG. 7 are moved to the house side.
In this power management system, on the house 50 side, a route calculation device 182 and a surplus power calculation device 181 are connected to the main controller 180, and map data 183 is connected to the route calculation device 182.
[0073]
Based on the information stored in the map data 183, the route calculation device 182 searches for a round trip route to a point that is likely to go out in daily life, calculates a round trip route to the farthest point, Is output to the main controller 180 as a required travel distance.
[0074]
The surplus power calculation device 181 receives the battery state and the paddle connection signal from the battery controller 108, receives the required travel distance from the route calculation device 182 via the main controller 180, and receives the required travel distance per unit distance. Multiplication with the theoretical value of power consumption is performed, and the amount of power required for the required travel distance is calculated as the reserved power amount.
Then, the surplus power calculation device 181 calculates a power amount obtained by removing the emergency power amount (for example, 20% of the total battery capacity) and the reserved power amount from the remaining capacity of the battery 9 as the surplus power amount. The power amount data is output to the main controller 180.
[0075]
The main controller 180 has a time management function, receives the battery state and the paddle connection signal from the charge / discharge controller 107, receives the required travel distance from the route calculation device 182, and reserves the received battery state and the required travel distance. It outputs to the power calculation device 181 and receives the secured power amount and the remaining power amount from the remaining power calculation device 181. Then, from these data and time, it is determined whether to charge the battery or to discharge to the house side, and output a command to the charge / discharge controller 107.
Other configurations are the same as those of the second embodiment shown in FIG.
[0076]
According to this modification, in addition to the effect of the second embodiment, even if the electric vehicle to which the charging paddle 6 is connected changes depending on the day, if the vehicle type is the same, the necessary travel distance in the daily life sphere The advantage is that the amount of electric power to be secured in the battery is easily obtained on the house 50 side, and the result can be used in common.
[0077]
FIG. 9 is a block diagram showing a third embodiment of the present invention.
The power management system of this embodiment is obtained by adding the navigation device used in the second embodiment to the configuration of the first embodiment.
On the electric vehicle 103 side, a surplus power calculation device 160, a navigation device 151, and map data 152 are sequentially connected to the battery controller. A travel history acquisition device 161 is provided connected to the surplus power calculation device 160 and the navigation device 151.
[0078]
The navigation device 151 calculates the required travel distance in the daily life area using the map data 152. The navigation device 151 further outputs the point information when the user removes the ignition key to the travel history acquisition device 161.
[0079]
The surplus power calculation device 160 receives the battery state and the paddle connection signal from the battery controller 108 and outputs them to the travel history acquisition device 161.
The surplus power calculation device 160 also receives a travel history from the travel history acquisition device 161 or receives a necessary travel distance from the navigation device 151, calculates a reserved power amount and a surplus power amount, and stores them together with the travel history as a battery. The data is output to the residential charger / discharger 102 via the controller 108 and the second communication antenna 11.
[0080]
The travel history acquisition device 161 travels as the travel history, the date and time, the travel distance per trip after the charging paddle 6 is disconnected and connected, the user travels from the point where the ignition key is inserted, and the ignition key is removed. The travel distance to the point, the battery state received from the battery controller 108 via the surplus power calculation device 160, and the point information from which the ignition key from the navigation device 151 is removed are stored. Then, the stored travel history is output to surplus power calculation device 160.
[0081]
Thus, the travel history acquisition device 161 accumulates user destination information, and the power consumption for each destination is stored as the travel history, so the power consumption per unit distance is calculated for each destination or as an average value. It becomes possible. In addition, the power consumption per unit distance can be obtained for each day of the week by storing the travel history for each day of the week.
[0082]
The surplus power calculation device 160 switches the calculation method of the secured power amount according to the state of the travel history.
First, when the travel history is not stored in the travel history acquisition device 161, the required travel distance is received from the navigation device 151, and the required travel distance is multiplied by the theoretical value of power consumption per unit distance. To obtain the amount of power secured.
Then, the surplus power calculation device 160 calculates the amount of power obtained by removing the emergency power amount (for example, 20% of the total battery capacity) and the reserved power amount from the remaining capacity of the battery 9 as the remaining power amount.
[0083]
While the travel history stored in the travel history acquisition device 161 is less than one month, for example, the necessary travel distance is received from the navigation device 151, and the required travel distance and the power consumption per unit distance in the travel history are received. Multiply with the actual value to obtain the amount of reserved power. At this time, an average value is used as the actual value.
The calculation of the remaining power amount is the same as the case where the above-described traveling history is not stored.
[0084]
Then, after the travel history stored in the travel history acquisition device 161 is equal to or more than one month, the travel history is received from the travel history acquisition device 161 and the power consumption per trip is set as the secured power amount. . As the power consumption at this time, when the destination is different for each day of the week, the actual value of the power consumption per unit distance for each destination is used.
The calculation of the remaining energy is the same as described above.
Other configurations and operations are the same as those of the first embodiment, and the details of the navigation device 151 are the same as those of the second embodiment.
[0085]
In the present embodiment, the travel history acquisition device 161, the navigation device 151, and the surplus power calculation device 160 constitute the secured power amount determination means in the invention. In particular, the travel history acquisition device 161 serves as the consumption power storage means, and the navigation device 151 includes The specific point searching means and the distance calculating means, and the surplus power calculating device 160 correspond to the first reserved power calculating means and the second reserved power calculating means.
[0086]
The present embodiment is configured as described above and has the same effect as the first embodiment. When the travel history acquisition device 161 and the navigation device 151 are linked to each other and the travel history is insufficient, the secured power amount and the remaining power are provided. The amount of electric power is calculated with a theoretical value from the navigation device 151 using map data, and the secured electric energy and the remaining electric energy are calculated based on the actual values accumulated in the driving history acquisition device 161 as the driving history data increases. As a result, it is possible to use the remaining power amount with the home load 13 of the house 50 with peace of mind from the first use of the electric vehicle, and the driving history increases with repeated driving, and the theoretical value is switched to the actual value. Therefore, there is an effect that the remaining power can be used by the household load 13 with a sense of security.
[0087]
In the third embodiment, similarly to the first and second embodiments, the navigation device 151, the map data 152, the remaining power calculation device 160, and the travel history acquisition provided on the electric vehicle side are provided. Instead of the device 161, a remaining power calculation device, a travel history acquisition device, a route calculation device, and map data may be provided on the house side.
[0088]
FIG. 10 is a block diagram showing a fourth embodiment of the present invention.
The power management system of this embodiment is configured to further include a storage battery for housing in the configuration of the first embodiment.
The charger / discharger 120 in place of the charger / discharger 102 of the first embodiment includes a storage battery charging / discharging device 123 connected to the DC power line between the second inverter 111 and the third inverter 112 of the converter 104. ing. A housing storage battery 124 is connected to the storage battery charging / discharging device 123.
[0089]
Thus, a power path for charging the battery 9 of the electric vehicle 103 with the power supplied from the system power 1, a power path for charging the storage battery 124 with the power supplied from the system power 1, and the battery 9 of the electric vehicle for housing. 50 power paths for supplying power to the home load 13, power paths for supplying power from the home storage battery 124 to the home load 13, and power paths for charging the battery 9 of the electric vehicle with power from the home storage battery 124 Is formed.
[0090]
The charge / discharge controller 122 controls the second inverter 111 and the third inverter 112 on the basis of a command from the main controller 121 in addition to the function of the charge / discharge controller 107 of the first embodiment. Each power path is switched and the storage battery charging / discharging device 123 is controlled.
The charge / discharge controller 122 also obtains the remaining capacity data of the residential storage battery 124 from the storage battery charging / discharging device 123 and the chargeable electric energy data obtained by removing the remaining capacity from the total capacity of the storage battery, and outputs these data to the main controller 121. To do.
[0091]
The second inverter 111 uses the control signal from the charge / discharge controller 122 to charge the battery 9 of the electric vehicle 103 with the power supplied from the system power 1 and the power supplied from the system power 1 When the battery 124 is charged, AC / DC conversion is performed, and power is supplied from the battery 9 of the electric vehicle 103 to the home load 13 of the house 50 and power is supplied from the house storage battery 124 to the home load 13. In this case, DC / AC conversion is performed. Moreover, when charging the battery 9 of the electric vehicle with the electric power from the storage battery 124 for the house, the system power 1 is cut off.
[0092]
The third inverter 112 uses the control signal from the charge / discharge controller 122 to charge the battery 9 of the electric vehicle 103 with the power supplied from the grid power 1 and the power from the storage battery 124 for the home to the battery of the electric vehicle. When charging 9, DC / high frequency AC conversion is performed, and when supplying electric power from the battery 9 of the electric vehicle to the home load 13 of the house 50, high frequency AC / DC conversion is performed. Further, when charging the storage battery 124 with the power supplied from the grid power 1 and when supplying the home load 13 with the power from the storage battery 124, the electric vehicle 103 is disconnected.
[0093]
The storage battery charging / discharging device 123 charges the residential storage battery 124 according to a control signal from the charging / discharging controller 122, supplies power to the household load 13 from the residential storage battery 124, or charges the battery 9 of the electric vehicle 103. When this is done, the residential storage battery 124 is discharged.
The storage battery charging / discharging device 123 also acquires data on the remaining capacity of the residential storage battery 124 and the amount of power that can be stored (the amount of power obtained by removing the remaining capacity from the total capacity of the storage battery) and outputs the data to the charge / discharge controller 122.
[0094]
In addition to the functions of the main controller 100 in the first embodiment, the main controller 121 obtains the remaining capacity of the residential storage battery 124 and the amount of power that can be stored from the storage battery charging / discharging device 123 via the charging / discharging controller. Then, it is determined whether or not the amount of power that can be stored can be fully charged (full charge) during the late-night power hours of the day.
And based on the state of system power 1, time, battery state of electric vehicle 103, secured power amount and remaining power amount, and state of residential storage battery 124 (remaining capacity and availability of full charge during midnight power hours) Then, it selects and determines which of the aforementioned power paths is opened, and outputs a command to the charge / discharge controller 122.
[0095]
For example, a table shown in FIG. 11 is used to select the power path.
First, when the grid power 1 is normal,
(1) During midnight power hours (midnight), as in Case 1, a power path for supplying power from the system power 1 (system) to the home load 13, a power path for charging the battery 9 of the electric vehicle, and residential use A power path for charging the storage battery 124 (storage battery) is selected.
[0096]
(2) Outside of the midnight power hours, the battery 9 can be fully charged during the midnight power hours, when the electric vehicle 103 is not connected, or even if the electric vehicle is connected. When there is at least a secured power amount, the power path for supplying the power of the storage battery 124 for home to the household load 13 is selected (cases 2, 4, 6).
[0097]
When the storage battery 124 is not fully charged, when the electric vehicle 103 is not connected, or when the battery 9 has only a sufficient amount of power even when the electric vehicle 103 is connected, the system power 1 is supplied to the household load 13. The power path to be supplied to is selected (cases 3 and 7).
Further, when the house storage battery 124 is not fully charged and the battery 9 has a surplus power amount, a power path for supplying power from the battery 9 to the home load 13 is selected (case 5).
[0098]
(3) If the amount of power reserved for the battery 9 of the electric vehicle is not secured outside the midnight power time zone, if the residential storage battery 124 can be fully charged during the midnight power time zone, the power of the residential storage battery is supplied to the battery 9. A power path to be charged is selected (case 9), and if there is a margin in the remaining capacity of the residential storage battery 124, a power path for supplying power to the home load 13 is also selected (case 8).
If the residential storage battery 124 is not fully charged during the midnight power hours, a power path for supplying the grid power 1 to the home load 13 and a power path for charging the battery 9 are selected (case 10). .
[0099]
Next, when grid power 1 is abnormal,
(4) If the residential storage battery 124 has a remaining capacity, a power path for supplying the power of the residential storage battery to the household load 13 is selected (case 12), and if the remaining capacity of the residential storage battery 124 has a margin Furthermore, a power path for charging the battery 9 of the electric vehicle is also selected (case 11).
(5) When the storage battery 124 does not have a remaining capacity and the battery 9 has a remaining capacity, a power path for supplying power from the battery 9 to the home load 13 is selected (case 13).
Other configurations and operations are the same as those of the first embodiment.
[0100]
As described above, in this embodiment, in addition to the configuration of the first embodiment, the housing storage battery 124 is provided, and the state of the system power 1, the time zone, the battery state of the electric vehicle 103, the secured power amount, and the remaining power are provided. Since the power path is controlled in accordance with the amount of power and the state of the storage battery 124 for the house (remaining capacity and whether or not it can be fully charged during the midnight power hours), it has the same effect as the first embodiment. In addition, low-cost late-night power can be stored in the residential storage battery 124 so that it can be used more efficiently and has the advantage of further improving the ability to cope with an abnormal power system 1 such as a power failure. . In addition, the same effect can be acquired by applying addition of the storage battery for houses also to the 2nd, 3rd Example.
[0101]
FIG. 12 is a block diagram showing a fifth embodiment of the present invention.
The power management system of this embodiment is a combination of the configuration of the first embodiment and solar power generation.
A charger / discharger 130 in place of the charger / discharger 102 of the first embodiment includes a power generation monitoring device 133 connected between the second inverter 111 and the third inverter 112 of the converter 104, that is, a DC power line. Yes. A photovoltaic power generation panel 134 is connected to the power generation monitoring device 133.
[0102]
Thus, a power path for charging the power supplied from the grid power 1 to the battery 9 of the electric vehicle 103, a power path for supplying power from the battery 9 of the electric vehicle to the home load 13 of the house 50, and the solar power generation panel 134 An electric power path for charging the battery 9 with the electric power generated in step 1 and an electric power path for supplying the electric power generated by the solar power generation panel 134 to the home load 13 of the house 50 are formed.
[0103]
The charge / discharge controller 132 controls the second inverter 111 and the third inverter 112 on the basis of a command from the main controller 131 in addition to the function of the charge / discharge controller 107 of the first embodiment. Each power path is switched.
The power generation monitoring device 133 acquires power generation amount data of the power generated by the solar power generation panel 134 and outputs it to the charge / discharge controller 132, and the charge / discharge controller transmits this to the main controller 131.
[0104]
The second inverter 111 performs AC / DC conversion when charging the battery 9 of the electric vehicle 103 with the electric power supplied from the system power 1 by the control signal from the charge / discharge controller 132, and When supplying power to the home load 13 of the house 50 and when supplying power generated by the solar power generation panel 134 to the home load 13, DC / AC conversion is performed. Further, when all the electric power generated by the solar power generation panel 134 is charged in the battery 9 of the electric vehicle, the system power 1 is cut off.
[0105]
The third inverter 112 uses the control signal from the charge / discharge controller 132 to charge the battery 9 of the electric vehicle 103 with the power supplied from the grid power 1 and the power generated by the solar power generation panel 134 to the battery. 9 is charged with DC / high-frequency AC conversion, and when power is supplied from the battery 9 of the electric vehicle to the home load 13 of the house 50, high-frequency AC / DC conversion is performed. When supplying all the electric power to the household load 13, the electric vehicle 103 is disconnected.
[0106]
The power generation monitoring device 133 has a function of boosting the voltage of DC power generated by the photovoltaic power generation panel 134 by DC / DC conversion, and the DC / AC conversion efficiency of the second inverter 111 and the third inverter. The DC / high frequency AC conversion efficiency of 112 is improved.
[0107]
The main controller 131 is consumed by the generated power of the photovoltaic power generation panel 134 and the household load 13 based on the power generation amount data from the power generation monitoring device 133 in addition to the functions of the main controller 100 in the first embodiment. The power is compared to determine whether there is power generation and power generation margin.
Based on the state of system power 1, the time, the battery state of the electric vehicle 103, the amount of reserved power and the amount of surplus power, and the amount of power generated by the solar power generation panel 134, it is determined whether to open any of the above-described power paths. Then, a command is output to the charge / discharge controller 132.
[0108]
For the selection of the power path, for example, a table shown in FIG. 13 is used.
First, when the grid power 1 is normal,
(1) In the late-night power time zone (late night), as in case 14, a power path that supplies power from the system power 1 (system) to the home load 13 and charges the battery 9 of the electric vehicle is selected.
(2) Outside the midnight power time period, while the electric vehicle 103 is not connected, if there is solar power generation, a power path for supplying the generated power (solar light) to the home load 13 is selected (case) 15) If there is no photovoltaic power generation, the grid power 1 is supplied to the household load 13 (case 16).
[0109]
(3) Further, when the generated power of the solar power generation panel 134 has a margin and the electric vehicle 103 is also connected, not only the power path for supplying the generated power to the domestic load 13 but also the battery 9 of the electric vehicle. A power path to be supplied to is also selected (case 17).
(4) When an electric vehicle having a surplus power amount is connected to the battery 9 and there is solar power generation, a power path for supplying the generated power of the solar power generation panel 134 to the home load 13 is selected (case) 18) When there is no photovoltaic power generation, a power path to be supplied from the battery 9 of the electric vehicle to the home load 13 is selected (case 20).
[0110]
Further, when the battery 9 of the connected electric vehicle has a secured power amount but no surplus power amount, if there is solar power generation, a power path for supplying the generated power to the battery 9 is selected (case 19). When there is no photovoltaic power generation, the grid power 1 is supplied to the household load 13 (case 21).
[0111]
(5) And, when there is no amount of reserved power in the battery 9 of the electric vehicle and there is no solar power generation, the power path is supplied from the system power 1 to the home load 13 and supplied to the battery 9 of the electric vehicle. Selected (case 22).
[0112]
Next, when grid power 1 is abnormal,
(6) If there is solar power generation, a power path for supplying the generated power to the household load 13 is selected (case 24), and if there is room in the generated power of the solar power generation panel 134, the battery 9 of the electric vehicle The power path to be supplied to is also selected (case 23).
(7) When there is no photovoltaic power generation and the battery 9 of the electric vehicle has a remaining amount, a power path to be supplied from the battery to the home load 13 is selected (case 25).
Other configurations and operations are the same as those of the first embodiment.
[0113]
As described above, in this embodiment, in addition to the configuration of the first embodiment, the solar power generation panel 134 is provided, the state of the grid power 1, the time zone, the battery state of the electric vehicle 103, the secured power amount, and Since the power path is controlled according to the amount of surplus power and the amount of power generated by the photovoltaic power generation panel 134, it has the same effect as the first embodiment and can cope with an abnormality in the system power 1 such as a power failure. The capacity is improved, and solar power and low-cost late-night power can be used efficiently.
In addition, the same effect can be acquired by applying addition of a photovoltaic power generation panel also to the 2nd, 3rd Example.
[0114]
FIG. 14 is a block diagram showing a sixth embodiment of the present invention.
The power management system of this embodiment is a combination of the fourth embodiment and the fifth embodiment, in other words, a combination of the storage battery for residential use and photovoltaic power generation in the configuration of the first embodiment.
A charger / discharger 140 in place of the charger / discharger 102 of the first embodiment includes a storage battery charging / discharging device 123 connected between the second inverter 111 and the third inverter 112 of the converter 104, that is, a DC power line. A power generation monitoring device 133 is provided.
A storage battery 124 is connected to the storage battery charging / discharging device 123, and a photovoltaic power generation panel 134 is connected to the power generation monitoring device 133.
[0115]
As a result, the power path for charging the battery 9 of the electric vehicle 103 with the power supplied from the grid power 1, the power path for charging the storage battery 124 with the power supplied from the grid power 1, and the battery 9 of the electric vehicle A power path for supplying power to the home load 13 of the house 50, a power path for supplying power from the home storage battery 124 to the home load 13, a power path for charging the battery 9 with power from the home storage battery 124, sunlight The power path for charging the battery 9 with the power generated by the power generation panel 134, the power path for charging the storage battery 124 for the power generated by the solar power generation panel 134, and the power generated by the solar power generation panel 134 A power path for supplying the household load 13 is formed.
[0116]
The charge / discharge controller 142 controls the second inverter 111 and the third inverter 112 on the basis of a command from the main controller 141 in addition to the function of the charge / discharge controller 107 of the first embodiment. Each power path is switched and the storage battery charging / discharging device 123 is controlled.
The charge / discharge controller 142 also acquires the remaining capacity data and the accumulative power amount data of the residential storage battery 124 from the storage battery charge / discharge device 123, and the amount of power generated by the photovoltaic power generation panel 134 from the power generation monitoring device 133. Data is acquired, and these data are output to the main controller 141.
[0117]
When the second inverter 111 charges the battery 9 of the electric vehicle 103 with the power supplied from the system power 1 by the control signal from the charge / discharge controller 142, the second inverter 111 uses the power supplied from the system power 1 as a storage battery for housing. When the battery 124 is charged, AC / DC conversion is performed, power is supplied from the battery 9 of the electric vehicle to the home load 13 of the house 50, power is supplied from the house storage battery 124 to the home load 13, and When the electric power generated by the solar power generation panel 134 is supplied to the household load 13, DC / AC conversion is performed, and when the battery 9 is charged with the electric power from the residential storage battery 124, When all the generated power is charged into the battery 9 or the residential storage battery 124, the system power 1 is disconnected.
[0118]
When the third inverter 112 charges the battery 9 of the electric vehicle 103 with the power supplied from the system power 1 by the control signal from the charge / discharge controller 142, the third inverter 112 charges the battery 9 with the power from the residential storage battery 124. When the battery 9 is charged with the power generated by the solar power generation panel 134, DC / high frequency AC conversion is performed. When power is supplied from the battery 9 to the home load 13 of the house 50, high frequency AC / DC conversion is performed. When the electric power supplied from the grid power 1 is charged to the residential storage battery 124, when the electric power is supplied from the residential storage battery 124 to the household load 13, all the generated power of the solar power generation panel 134 is converted to the domestic load 13 When charging the battery or charging the storage battery 124, the electric vehicle 103 is disconnected.
The operation of the storage battery charging / discharging device 123 is the same as in the fourth embodiment, and the power generation monitoring device 133 is also the same as in the fifth embodiment.
[0119]
In addition to the functions of the main controller 100 in the first embodiment, the main controller 141 receives the remaining capacity of the storage battery 124 for the house from the storage battery charging / discharging device 123 and the data on the amount of power that can be stored via the charging / discharging controller 142. Acquire and determine whether the amount of power that can be stored can be fully charged (full charge) during the midnight power hours of the day. Further, based on the power generation amount data from the power generation monitoring device 133, the generated power of the photovoltaic power generation panel 134 and the power consumed by the household load 13 are compared to determine whether there is power generation and power generation margin.
[0120]
And the state of system electric power 1, the time, the battery state of the electric vehicle 103, the amount of reserved power and the amount of surplus power, the state of the storage battery 124 (remaining capacity and availability of charging during the midnight power hours), and photovoltaic power generation Based on the amount of power generated by panel 134, it is selected and determined which of the above-described power paths is opened, and a command is output to charge / discharge controller 142.
[0121]
For example, tables shown in FIGS. 15 and 16 are used for selecting the power path.
First, when the grid power 1 is normal,
(1) In the late-night power time zone (late night), as in case 26, to the power path supplied from the system power 1 to the home load 13, the power path supplied to the battery 9 of the electric vehicle, and the residential storage battery 124 A power path to be supplied is selected.
[0122]
(2) Outside the late-night power hours, while the electric vehicle 103 is not connected, the power generation state of the solar power generation panel 134 has priority.
If there is solar power generation, a power path for supplying the generated power to the household load 13 is selected (case 28), and if there is room in the generated power of the solar power generation panel 134, the storage battery 124 for home use is selected. A power path to be supplied is also selected (case 27).
When there is no photovoltaic power generation, if the storage battery 124 can be fully charged during the midnight power hours, a power path for supplying the power of the storage battery 124 to the household load 13 is selected (case 29). When the storage battery 124 is not fully charged during the late-night power hours, the grid power 1 is supplied to the household load 13 (case 30).
[0123]
(3) Next, when the electric vehicle 103 is connected, if there is solar power generation, the solar power generation panel 134 becomes a power supply source.
First, by looking at the battery state of the electric vehicle 103, when there is no surplus power, the power path for supplying the power generated by the solar power generation panel 134 to the battery 9 is selected (case 35). A power path for supplying the generated power to the household load 13 is selected (case 34).
[0124]
When there is a margin in the power generated by the photovoltaic power generation panel 134, the full chargeability of the residential storage battery 124 during the midnight power hours is further considered. When the battery 9 of the electric vehicle is not fully charged and there is no remaining power, the power path for supplying the generated power of the solar power generation panel 134 to the battery 9 and the power path for supplying the household load 13 are selected. (Case 33) When the battery 9 has a surplus power amount, a power path for supplying generated power to the home load 13 and a power path for supplying the residential storage battery 124 are selected (Case 32).
[0125]
When the generated power of the solar power generation panel 134 has a margin and the full charge during the midnight power hours of the residential storage battery 124 is possible, the generated power is supplied to the household load 13 and the battery 9 is supplied. The power path to be selected is selected (case 31). Here, when the margin of generated power is particularly large, a power path to be supplied to the residential storage battery 124 is also selected.
[0126]
(4) Next, when the electric vehicle 103 is connected and there is no solar power generation, the power supply source changes depending on the state of the battery 9 and the storage battery 124 for the electric vehicle.
If the storage battery 124 can be fully charged during the midnight power hours, the power path for supplying the power of the storage battery 124 to the household load 13 is selected as long as the battery 9 of the electric vehicle has a sufficient amount of power. (Cases 36, 38).
[0127]
When the storage battery 124 is fully charged and the battery 9 does not have a sufficient amount of power, a power path for supplying the power of the storage battery 124 to the battery 9 is selected (case 41). At this time, if there is a margin in the remaining capacity of the residential storage battery 124, a power path for supplying the power of the residential storage battery to the household load 13 is also selected (case 40).
[0128]
When the residential storage battery 124 is not fully charged and the battery 9 has no remaining power, a power path for supplying the grid power 1 to the home load 13 is selected (case 39), and the battery 9 has no secured power. Sometimes, a power path for supplying the grid power 1 to the battery 9 is also selected (case 42).
When the house storage battery 124 is not fully charged and the battery 9 has a surplus power amount, a power path for supplying power from the battery 9 to the home load 13 is selected (case 37).
[0129]
Next, when the grid power 1 is abnormal,
(5) If there is solar power generation, the solar power generation panel 134 becomes a power supply source, and first, a power path for supplying the generated power to the home load 13 is selected (case 46).
If there is a margin in the generated power, a power path to be supplied to other parts is also selected. That is, if the residential storage battery 124 can be fully charged, in addition to the domestic load 13, first, a power path to be supplied to the battery 9 of the electric vehicle is selected (case 43). Here, when the margin of generated power is particularly large, a power path to be supplied to the residential storage battery 124 is also selected.
[0130]
When the storage battery 124 is not fully charged, if the battery 9 has a surplus power amount, a power path to be supplied to the home storage battery 124 is selected (case 44). If the battery 9 does not have a surplus power amount, A power path to be supplied to the battery is selected (case 45).
[0131]
(6) When there is no photovoltaic power generation, if the storage battery 124 has a remaining capacity, a power path for supplying power from the storage battery 124 to the home load 13 is selected (case 48). If there is a surplus capacity, a power path to be supplied to the battery 9 of the electric vehicle is further selected (case 47).
On the other hand, when there is no remaining capacity in the residential storage battery 124 and there is a remaining capacity in the battery 9, a power path for supplying power from the battery 9 to the home load 13 is selected (case 49).
Other configurations and operations are the same as those of the first embodiment.
[0132]
As described above, in this embodiment, in addition to the configuration of the first embodiment, the residential storage battery 124 and the solar power generation panel 134 are provided, the state of the grid power 1, the time zone, and the battery state of the electric vehicle 103. Since the power path is controlled according to the amount of secured power and the amount of surplus power, the state of the storage battery 124 for the house, and the amount of power generated by the solar power generation panel 134, it has the same effect as the first embodiment. In addition, low-cost late-night power and solar power can be stored in the residential storage battery 124, and cheaper power can be used more efficiently, and the ability to respond to abnormalities in the system power 1 such as a power failure is further improved. Has the advantage.
In addition, the same effect can be acquired also in the 2nd, 3rd Example by applying addition of the storage battery for houses and a photovoltaic power generation panel.
[0133]
In each embodiment, the first communication antenna 10 extends from the charge / discharge controller of the charger / discharger, and the main controller transmits / receives information to / from the electric vehicle 103 via the charge / discharge controller. When only the charger / discharger part is portable, the antenna can be brought closer to the electric vehicle, which is convenient. On the other hand, when the charger / discharger and the main controller are integrated as a unit, the main controller can have a communication function including a communication antenna.
[0134]
Further, the switching selection of the power path is not limited to the one shown in FIGS. 11, 13, 15, and 16, and the power supply direction is changed according to the load in the home, the capacity of the battery, the storage battery for the house, the output of the photovoltaic power generation, The priority order can be determined as appropriate.
[Brief description of the drawings]
FIG. 1 is a block diagram showing a configuration of a first exemplary embodiment of the present invention.
FIG. 2 is a diagram showing a display example on a display unit during battery charging.
FIG. 3 is a diagram illustrating a display example on a display unit when a battery is discharged.
FIG. 4 is a flowchart showing a flow of control operation in the embodiment.
FIG. 5 is a flowchart showing a flow of control operation in the embodiment.
FIG. 6 is a block diagram showing a modification of the first embodiment.
FIG. 7 is a block diagram showing a configuration of a second embodiment.
FIG. 8 is a block diagram showing a modification of the second embodiment.
FIG. 9 is a block diagram showing a configuration of a third embodiment.
FIG. 10 is a block diagram showing a configuration of a fourth embodiment.
FIG. 11 is a determination table showing an example of power path selection in the fourth embodiment.
FIG. 12 is a block diagram showing a configuration of a fifth embodiment.
FIG. 13 is a determination table showing an example of power path selection in the fifth embodiment.
FIG. 14 is a block diagram showing a configuration of a sixth embodiment.
FIG. 15 is a determination table showing an example of power path selection in the sixth embodiment.
FIG. 16 is a determination table showing an example of power path selection in the sixth embodiment.
[Explanation of symbols]
1 grid power
6 Charging paddle
7 Inlet
7a switch
9 Battery
10 First communication antenna
11 Second communication antenna
12 Switchboard
13 Household load
50 housing
100, 121, 131, 141, 170, 180 Main controller
101 interface
101a Display unit (display means)
101b Input unit (input means)
102, 120, 130, 140 charger / discharger
103 electric vehicle
104 converter
106 first inverter
107, 122, 132, 142 Charge / Discharge Controller
108 Battery controller
109, 161, 172 Travel history acquisition device
110, 160, 171, 181 Surplus power calculation device
111 Second inverter
112 Third inverter
123 Storage Battery Charge / Discharge Device
124 Residential storage battery
133 Power generation monitoring device
134 Solar power generation panel
151 Navigation device
152 Map data
182 Route calculator
183 map data

Claims (32)

  1. A battery and a housing mounted on an electric vehicle via the charger / discharger are provided with a charger / discharger connected to a power wiring for supplying external system power to a household load on the house side and a main controller for overall control. In the power management system that enables mutual power transmission between the sides,
    A battery controller that monitors the state of the battery and manages charge and discharge;
    Means for detecting connection between the charger / discharger and a battery;
    A secured power amount determining means for obtaining a secured power amount of the battery corresponding to normal use of an electric vehicle,
    When the main controller supplies power from the battery to the house side, the power supply amount is limited to a value obtained by subtracting the reserved power amount from the remaining capacity of the battery while the system power is normal. A featured power management system.
  2. The secured power amount determining means includes
    Consumption power storage means for storing, every day, the amount of power consumed from the battery until the recharger and the battery are disconnected and reconnected.
    The power management system according to claim 1, further comprising: a reserved power calculation unit that calculates a reserved power amount of the battery based on learning of the consumed power amount.
  3. The power management system according to claim 2, wherein the reserved power calculation means calculates a reserved power amount for each day of the week.
  4. 4. The power management system according to claim 2, wherein the consumption power storage means and the secured power calculation means are provided on the electric vehicle side.
  5. 4. The power management system according to claim 2, wherein the consumption power storage unit and the secured power calculation unit are provided on a house side.
  6. A battery and a housing mounted on an electric vehicle via the charger / discharger are provided with a charger / discharger connected to a power wiring for supplying external system power to a household load on the house side and a main controller for overall control. In the power management system that enables mutual power transmission between the sides,
    A battery controller that monitors the state of the battery and manages charge and discharge;
    Means for detecting connection between the charger / discharger and a battery;
    A secured power amount determining means for obtaining a secured power amount of the battery corresponding to normal use of an electric vehicle,
    The secured electric energy determining means includes a specific point searching means for searching a specific point around a current point where an electric vehicle is connected to a battery to the charger / discharger based on map data, and between the current point and the specific point. A distance calculating means for calculating a round-trip distance, and a secured power calculating means for obtaining a power amount obtained by multiplying the round-trip distance and the power consumption per unit distance as a secured power amount of the battery corresponding to normal use of an electric vehicle. When the main controller supplies power from the battery to the house side, the power supply amount is limited to the amount obtained by subtracting the reserved power amount from the remaining capacity of the battery while the system power is normal. Power management system characterized by
  7. The power management system according to claim 6, wherein the specific point searching unit, the distance calculating unit, and the reserved power calculating unit are provided on the electric vehicle side.
  8. The power management system according to claim 6, wherein the specific point searching unit, the distance calculating unit, and the reserved power calculating unit are provided on a house side.
  9. A battery and a housing mounted on an electric vehicle via the charger / discharger are provided with a charger / discharger connected to a power wiring for supplying external system power to a household load on the house side and a main controller for overall control. In the power management system that enables mutual power transmission between the sides,
    A battery controller that monitors the state of the battery and manages charge and discharge;
    Means for detecting connection between the charger / discharger and a battery;
    A secured power amount determining means for obtaining a secured power amount of the battery corresponding to normal use of an electric vehicle,
    The secured power amount determining means is a consumption power storage means for storing the amount of power consumed from the battery every day until the battery is disconnected and reconnected, and the consumed power storage means Map data indicating a specific point around the current point where the electric vehicle connects the battery to the charger / discharger, and first reserved power calculation means for calculating the amount of reserved battery power as a result value based on learning of the power amount A specific point search means for searching based on the distance, a distance calculation means for calculating a round-trip distance between the current point and the specific point, and a power amount obtained by multiplying the round-trip distance and the power consumption per unit distance. A second reserved power calculating means that is obtained as a theoretical value, and outputs a calculation result of the second reserved power calculating means until the learning reaches a predetermined amount, and thereafter the first reserved power calculating means Out and outputs a result,
    When the main controller supplies power from the battery to the house side, the power supply amount is limited to a value obtained by subtracting the reserved power amount from the remaining capacity of the battery while the system power is normal. A featured power management system.
  10. The main controller switches a power transmission direction based on the state of the system power, and supplies power from the battery to a home load of a house when the system power is abnormal. A power management system according to any of the above.
  11. When the main controller supplies electric power from the battery to the house side, the power supply amount is reduced from the remaining capacity of the battery to the reserved electric power amount and a predetermined emergency electric energy amount while the system power is normal. The power management system according to claim 1, wherein the power management system is limited to an amount obtained by subtracting.
  12. The power management system according to claim 1, wherein display means for displaying management information during power transmission is connected to the main controller.
  13. The display means can supply, as management information, an image showing the electric vehicle, the house, and the power supply direction arranged between them, and the remaining capacity of the battery to be supplied to the house, the amount of power, the amount of emergency power, and the house The power management system according to claim 12, wherein an image is displayed so as to be distinguishable from each other.
  14. When supplying power from the battery to the house as management information, the display means includes an electricity charge per unit power amount at the time of power supply and an electric power per unit power amount when the battery is charged. 14. The power management system according to claim 12, wherein a product of a difference between the charge and the amount of power supplied from the battery to the house is displayed.
  15. When charging power from the grid power to the battery, the display means displays, as management information, a product of the electricity rate per unit power amount at the time of charging and the amount of power charged in the battery. The power management system according to claim 12, 13 or 14.
  16. Power transmission between the battery and the house side is performed by high frequency AC electromagnetic induction,
    The charger / discharger includes an AC / high frequency AC bidirectional converter and a charge / discharge controller for controlling the AC / high frequency AC bidirectional converter,
    The power management system according to claim 1, wherein a high-frequency AC / DC bidirectional inverter is connected to the battery.
  17. The power management system according to claim 16, wherein the AC / high frequency AC bidirectional converter includes an AC / DC bidirectional inverter and a DC / high frequency AC bidirectional inverter.
  18. A storage battery for housing is connected to a connection point between the AC / DC bidirectional inverter and the DC / high frequency AC bidirectional inverter of the charger / discharger via a storage battery charging / discharging circuit,
    The main controller is configured to charge the battery from the grid power to the battery and supply power from the battery to the household load based on the time, the grid power status, the battery status, and the residential storage battery status. The power supply direction is switched between charging from the grid power to a residential storage battery, power supply from the residential storage battery to a home load, and charging from the residential storage battery to the battery. Item 18. The power management system according to Item 17.
  19. The amount of electric power excluding the remaining capacity from the total capacity of the residential storage battery is set as the electric energy that can be stored, and while the grid power is normal, when the electric energy that can be stored can be charged within the midnight power time zone of the day, 19. The power management system according to claim 18, wherein power supply from the residential storage battery to a household load or charging from the residential storage battery to the battery is enabled.
  20. When the external system is abnormal, the main controller first supplies power from the residential storage battery to the household load regardless of the remaining capacity of the residential storage battery and the remaining capacity of the battery. 20. The power management system according to claim 18 or 19, wherein when the remaining capacity of the storage battery runs out, the power supply direction is switched so as to supply power from the battery to a household load.
  21. A solar power generation panel provided with a power generation monitoring device is connected to a connection point between the AC / DC bidirectional inverter and the DC / high frequency AC bidirectional inverter of the charger / discharger,
    The main controller is configured to charge the battery from the system power to the battery and supply power from the battery to a household load based on the time, the state of the system power, the state of the battery, and the state of photovoltaic power generation. The power management system according to claim 17, wherein the power supply direction is switched between charging of the battery from the solar power generation panel and power supply from the solar power generation panel to a household load.
  22. The power management system according to claim 21, wherein the charger / discharger includes a booster circuit for direct-current power generated by the photovoltaic power generation panel.
  23. When the external system is abnormal, the main controller first supplies power from the solar power generation panel to the home load of the house regardless of the remaining capacity of the battery, and the solar power generation panel generates power. 23. The power management system according to claim 21, wherein the power supply direction is switched so that power is supplied from the battery to a household load when the battery is insufficient.
  24. A solar power generation panel provided with a storage battery for housing and a power generation monitoring device via a storage battery charging / discharging circuit is connected to a connection point between the AC / DC bidirectional inverter and the DC / high frequency AC bidirectional inverter of the charger / discharger, The main controller is configured to charge the battery from the grid power to the battery based on the time, the grid power status, the battery status, the residential storage battery status, and the photovoltaic power generation status. Power supply to the internal load, charging from the grid power to the residential storage battery, power supply from the residential storage battery to the home load, charging from the residential storage battery to the battery, from the photovoltaic power generation panel to the battery Supply direction of electric power between charging, charging from the photovoltaic power generation panel to a residential storage battery, and power supply from the solar power generation panel to a household load Power management system of claim 17, wherein the switch.
  25. When the external system is abnormal, the main controller first supplies power from the solar power generation panel to a residential load in the house regardless of the remaining capacity of the storage battery and the remaining capacity of the battery. When power generation by the power generation panel is insufficient, power is supplied from the residential storage battery to the household load, and when the remaining capacity of the residential storage battery is exhausted, power is supplied to supply power from the battery to the domestic load. The power management system according to claim 24, wherein the supply direction is switched.
  26. The said main controller is switched to the charge from the said system power to a battery, or the charge from the said system power to the storage battery for housing | casings, when it is the midnight power time zone of the said system power, The Claims 1-25 characterized by the above-mentioned. The power management system described in any one.
  27. 27. The power management system according to claim 1, wherein an input unit is connected to the main controller so that a power supply direction can be switched by a manual operation.
  28. A housing for a power management system in which one of a charging paddle or an inlet that can be connected to the battery as a power transmission unit is connected between the battery mounted on the electric vehicle and the housing side. A side unit,
    An AC / high-frequency AC bidirectional converter connected to a power wiring on the AC side for supplying external grid power to a home load of a house; the other of the charging paddle or inlet connected to the high-frequency AC side of the converter; A charger / discharger comprising a charge / discharge controller connected to the converter and switching an operation mode;
    A main controller for controlling the charge / discharge controller;
    Communication means for performing signal exchange with the electric vehicle side,
    The main controller controls the power supply direction between the house side and the battery based on the state of the battery obtained through the communication means, and when supplying power from the battery to the house side, at least system power is During normal operation, the amount of power supplied is limited to the amount obtained by subtracting the amount of power reserved for the battery corresponding to normal use of the electric vehicle from the remaining capacity of the battery. Residential unit.
  29. 29. The residential unit for a power management system according to claim 28, wherein the reserved power amount of the battery is obtained from the electric vehicle side through the communication means.
  30. A consumed power storage means for storing the amount of power consumed from the battery every day until the charging paddle and the inlet are disconnected and then reconnected;
    29. The house for a power management system according to claim 28, wherein a reserved power calculating means for calculating the reserved power amount based on learning of the consumed power amount is connected to the main controller. Side unit.
  31. Specific point search means for searching for a specific point around the current point connecting the charging paddle and the inlet based on map data, distance calculation means for calculating a round trip distance between the current point and the specific point, and the round trip 29. A power management system for a power management system according to claim 28, wherein a reserved power calculation means for calculating the reserved power amount by multiplying a distance and a power consumption per unit distance is connected to the main controller. Residential unit.
  32. Display means is connected to the main controller, and as management information, an image showing an electric vehicle, a house, and a power supply direction arranged between them, and the remaining capacity of the battery are secured and supplied to the house side. An image is displayed that can be distinguished from the available power amount,
    Further, when power is supplied from the battery to the house side, the difference between the electricity charge per unit power amount at the time of the power supply and the electricity charge per unit power amount when the battery is charged is determined from the battery. When charging the battery from the grid power with the amount of power supplied to the house side, the product of the electricity charge per unit power amount at the time of charging and the amount of power charged in the battery 32. The residential unit for the power management system according to any one of claims 28 to 31, wherein is displayed.
JP17164199A 1999-06-17 1999-06-17 Power management system Expired - Fee Related JP3985390B2 (en)

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