JP6003320B2 - Vehicle charging system - Google Patents

Description

  The present invention relates to a vehicle charging system.

  In recent years, plug-in hybrid vehicles and EV vehicles (electric vehicles: electric vehicles) have been rapidly developed (hereinafter referred to as “EV vehicles etc.” or simply “vehicles”), charging stations for charging vehicles and home charging. Widespread use of chargers and other charging stations.

A user of such a vehicle connects the vehicle with a power cable to a charging stand installed at the charging station, and charges the storage battery of the vehicle.
Here, the operator of the charging station installs a plurality of charging stations in order to perform efficient management. The operator operates a charging station by connecting an electricity contract with a specified capacity with a power company, and a power breaker that supplies power to the charging station has a main breaker, and each charging stand is also equipped with a breaker. .

  In such a case, when multiple vehicles are connected to the charging station and charged, the total amount of power used for charging each vehicle must not exceed the contracted power amount set for the main breaker. I must. If the total power consumption exceeds the contracted power consumption, the main breaker of the charging station will be dropped, which will have a major impact on users and operators.

  Here, there are breaker contracts and demand contracts as power usage contracts, and demand contracts are common for large customers. This contract is based on, for example, the largest unit integrated power amount (hereinafter referred to as “reference unit integrated power amount”) of power consumption (unit integrated power amount) integrated in units of, for example, 30 minutes during the past year. This is a method for determining the contract fee. If the unit integrated power amount exceeds the reference unit integrated power amount corresponding to the current contract even once every 30 minutes, the contract fee is increased based on, for example, 1000 yen per kilowatt. It is assumed that the operator of the charging station often makes a demand contract as a power usage contract. Therefore, under such a contract, when a plurality of vehicles are connected to the charging station and charged, the total unit integrated power amount in charging of each vehicle is the reference unit integrated power amount corresponding to the current contract. There was a problem that the contract fee would increase unless it was exceeded.

  Moreover, since the connection state of the vehicle to each charging station in the charging station changes from moment to moment, there is also a problem that it is difficult to predict and control the power consumption of the entire charging station in advance.

  As a conventional technology for controlling the amount of electric power used for charging a vehicle, it has a distribution board supplied from an external power source, and controls multiple vehicles to be charged simultaneously within a range that does not exceed a certain amount of current. There is known a vehicle charging system that performs control such as determination of a charging amount of a vehicle based on a current amount of a current sensor detected for each vehicle by charging amount detection energization (for example, Patent Document 1). Technology described in).

  In addition, as another conventional technique, a charging unit that charges a plurality of electric vehicle driving batteries and a charging control unit are provided. A charging time is obtained according to a battery state, and the charging time is set to a predetermined value set in advance. By determining the charging start time based on the charging completion time and starting charging the battery at the charging start time, the peak of each power consumption (calculated value) does not concentrate when charging each battery. In addition, if the sum of the power consumption of each charging means exceeds the supplied power, the power consumption of each charging means is reduced and each charging means is controlled so that the sum of them is less than the supplying power. A charging system is known (for example, a technique described in Patent Document 2).

  However, none of the above-described conventional techniques has been able to perform power control assuming a demand contract.

JP 2011-78205 A JP-A-8-116626

  An object of this invention is to provide the charging system for vehicles which enables the electric power control supposing a demand contract.

  The present invention distributes system power to each charging station breaker corresponding to each charging station via a main breaker, and supplies power to each charging station from each charging station breaker. It is a vehicle charging system that charges a storage battery in a vehicle that is electrically connected.

  Then, according to one aspect of the present invention, a current measuring unit that measures a current value in each charging stand breaker, and an integration of power consumption of each charging station in a current unit period based on a measurement result of the current measuring unit A unit integrated power amount calculation unit that calculates a value as a unit integrated power amount, and a reference unit integrated power amount that is the upper limit value of the unit integrated power amount corresponding to the power usage contract in the current integrated unit period. A unit integrated power amount determination unit that determines whether or not the unit integrated power amount has reached the reference unit integrated power amount in the current integrated unit period; A power supply control unit that notifies the stop of power supply and notifies each charging station of the restart of power supply after the current integration unit period elapses.

  According to another aspect of the present invention, a current measuring unit that measures a current value in each charging stand breaker, and an instantaneous value of a total value of power consumption of each charging stand as an instantaneous power based on a measurement result of the current measuring unit Is there an instantaneous power calculation unit to calculate, an available power calculation unit to calculate the instantaneous value of usable power by subtracting the instantaneous power from the power capacity of the main breaker, and whether there is a vehicle authentication notification from any charging station Determining whether or not, when there is an authentication notification, a power consumption prediction unit that extracts a power capacity of a charging stand breaker that supplies power to a charging station corresponding to the authentication notification as a power consumption prediction value; A usable power determination unit that determines whether or not the usable power is smaller than the predicted power consumption value, and an authentication notification when the usable power is equal to or greater than the predicted power consumption value A charging stand control unit that notifies the charging stand of charging permission and, when the available power is smaller than the predicted power consumption value, notifies the charging stand that is currently charged as a current instruction value of a reduction in charging current. With.

  ADVANTAGE OF THE INVENTION According to this invention, it becomes possible to provide the charging system for vehicles which enables the electric power control supposing a demand contract.

It is a block diagram (the 1) of 1st Embodiment of the peak power control system in a charging station. It is a block diagram (the 2) of 1st Embodiment of the peak power control system in a charging station. It is explanatory drawing of the electric power control system of embodiment. It is a flowchart of average power control. It is a sequence diagram of average power control. It is a flowchart of prediction electric power control. It is a sequence diagram of prediction power control. It is a block diagram (the 1) of 2nd Embodiment of the peak power control system in a charging station. It is a block diagram (the 2) of 2nd Embodiment of the peak power control system in a charging station. It is a figure explaining the relationship between the electric power feeder 1004 by the side of the charging stand 105 in the non-contact charge system by the 2nd Embodiment of this invention, and the charging device 1003 by the side of the vehicle 106. FIG. It is a figure which shows the system configuration | structure of the electric power feeder 1004 installed for every charging stand 105 by the 2nd Embodiment of this invention, and the charging device 1003 (FIG. 10) by the side of the vehicle 106. FIG.

Hereinafter, embodiments for carrying out the present invention will be described in detail with reference to the drawings.
FIG. 1 is a configuration diagram of a first embodiment of a peak power control system in a charging station.

The power supply voltage V into which the system power 101 is drawn is input to the main breaker 102 (BK0). The power setting value that can be accepted by the main breaker 102 is, for example, PB0.
The electric power that has passed through the main breaker 102 is divided into, for example, three breakers 104, BK1, BK2, and BK3, which correspond to the three charging stations 105 # 1, # 2, and # 3, respectively. For example, PB1, PB2, and PB3 are power values that can be allowed by each breaker 104, respectively.

  At this time, the electric current of the electric power divided to each breaker 104 is measured by three ammeters 103 of CT1, CT2, and CT3 constituting a current measuring unit together with 202 of FIG.

  The electric power divided by the breakers 104 of BK1, BK2, and BK3 is supplied to three charging stations 105 # 1, # 2, and # 3, respectively. Each charging station 105 supplies positive electric power to each vehicle 106 when each vehicle 106 is connected to each vehicle by a charging cable 108.

Each vehicle 106 charges a storage battery for a running motor and a storage battery for controlling other electric / electronic devices, each of which is built in, by a charger built in the vehicle.
Based on the authentication request from each vehicle 106 connected to each charging station 105 by each charging cable 108, the authentication information received from each vehicle 106 is notified to the power control unit 107. The power control unit 107 authenticates the received authentication information based on the current power usage status of the entire charging station, and issues a charging permission to the corresponding charging station 105. At the same time, the power control unit 107 calculates the amount of current that can be used by each charging station by measuring the current value of each ammeter 103 from CT1, CT2, and CT3. Perform current control.

  FIG. 2 is a more detailed configuration diagram of the first embodiment of the peak power control system in the charging station. Parts having the same functions as those in the configuration diagram of FIG.

  The charging stand 105 includes an authentication unit 203, a power control unit 204, and a power cut-off unit 205. The vehicle 106 includes a charge control unit 206 and a storage battery 207. These configurations are common to the charging stations 105 of # 1, # 2, and # 3, for example.

  The power interrupting unit 205 receives power split from the system power 101 in the power receiving facility 201 via the main breaker 102 (BK0) and each breaker 104, and controls energization and interruption.

  The authentication unit 203 in the charging stand 105 notifies the power control unit 204 of authentication information acquired from the vehicle 106 when the vehicle 106 is connected. The power control unit 107 authenticates the received authentication information based on the current power usage status of the entire charging station, and issues a charging permission to the authentication unit 203 in the corresponding charging station 105.

  Further, the power control unit 107 measures the currents of the CT1, CT2, and CT3 ammeters 103 via the current measurement unit 202. As a result, the current power consumption at the charging station 105 is calculated, the amount of power available to the vehicle 106 connected to the charging station 105 is determined, and the current instruction value corresponding to which power level is stored in the charging station 105. The power control unit 204 is notified.

  For example, the power control unit 204 in the charging station 105 sets the charging permission and the current instruction value by a signal called a control pilot (CPLT) signal in which the voltage is ± 12 V, the frequency is 1 kHz, and the duty ratio is fixed according to the current instruction value. Then, the charging control unit 206 in the vehicle 106 is notified. Note that the charging permission and the current instruction value may be notified to the charging control unit 206 in the vehicle 106 by a power line communication (PLC) method instead of the CPLT signal. In this case, the power control unit 204 is disposed between the power cutoff unit 105 and the charge control unit 206. The charging control unit 206 in the vehicle 106 receives power from the charging station 105 with a current amount corresponding to the current instruction value notified from the power control unit 204 in the charging station 105 and charges the built-in storage battery 207.

  When the power control unit 107 needs to temporarily stop the power supply from each charging station 105 to each vehicle 106 based on the average power control described later, the power control unit 107 controls the power cutoff unit 205 in each charging station 105. In contrast, the power supply stop information is notified. As a result, the power cut-off unit 205 in each charging station 105 temporarily cuts off the power supply to each vehicle 106 connected to each charging cable 108 and resumes the power supply after a predetermined time has elapsed.

  In addition, the power control unit 107 controls the power in each charging station 105 when it is necessary to reduce each current value in each power supply from each charging station 105 to each vehicle based on predicted power control described later. The unit 204 is notified of the current reduction information as a current instruction value. As a result, the power control unit 204 in each charging station 105 sends a CPLT signal corresponding to the reduced current value to each charging control unit 206 in each vehicle 106 connected to each charging cable 108. Send. Thereby, the charging control unit 206 in each vehicle 106 controls the charging power so that the reduced current value is obtained.

  FIG. 3 is an explanatory diagram of a power control method performed by the power control unit 107 of FIG. 1 or FIG. The power control unit 107 has functions of a unit integrated power amount calculation unit, a unit integrated power amount determination unit, and a power supply control unit, and performs two power controls of average power control and predicted power control.

  In FIG. 3, PB0 indicates a power setting value that can be allowed by the main breaker 102 of FIG. 1 or FIG. The integration unit Tx is a time unit for performing power control, and is, for example, 30 minutes. I, II, and III schematically show the amount of power used in each charging station 105 of # 1, # 2, and # 3 in FIG. 1 or FIG. The instantaneous total value of the power consumption for charging each vehicle 106 must not exceed the power setting value PB0 of the main breaker. When the total exceeds PB0, the main breaker 102 is shut off and the power supply of the entire charging station is stopped.

First, average power control will be described.
When average power control is performed, the power setting value PB0, the peak power setting value PP1, and the integration unit Tx of the main breaker 102BK0 are set in advance in the power control unit 107 from the outside. The peak power setting value PP1 is a peak power setting value for calculating a unit integrated power amount (hereinafter referred to as “reference unit integrated power amount”) that serves as a reference for determining the current power usage contract (demand contract). is there.

Assuming that the reference unit integrated power amount is Ptx, Ptx is calculated by an arithmetic process represented by the following equation.
Ptx = PP1 × Tx (1)
For example, the largest unit integrated power amount among the unit integrated power amounts integrated, for example, in units of 30 minutes during the past year is set as the reference unit integrated power amount Ptx, and the power usage contract is made based on the reference unit integrated power amount Ptx. The contract fee is determined.

  The power control unit 107 measures the current value of each of the ammeters 103 of CT1, CT2, and CT3 of FIG. 1 or FIG. 2 using the current measuring unit 202 (FIG. 2) for each integration unit Tx. The unit integrated power amount PI in the period of the integrated unit Tx is calculated. Here, the power control unit 107 operates as a unit integrated power amount calculation unit. Then, the power control unit 107 monitors whether or not the current unit integrated power amount PI reaches the reference unit integrated power amount Ptx for each period of the integration unit Tx. That is, the total value PI = I + II + III of the power consumption at each charging station 105 within the period of one integration unit Tx in FIG. 3A is calculated by the arithmetic processing corresponding to the above-described equation (1). It is determined whether or not the reference unit integrated power amount Ptx has been reached. Here, the power control unit 107 operates as a unit integrated power amount determination unit.

  When it is determined that the current unit integrated power amount PI has reached the reference unit integrated power amount Ptx for each period of the integration unit Tx, the power control unit 107 shuts off the power in each charging station 105 in FIG. The unit 205 is notified of the stop of power supply. Thereby, the power supply from each charging station 105 to each vehicle 106 is stopped in the period of the integration unit Tx. When the period of the current integration unit Tx ends, the power control unit 107 notifies the power cut-off unit 205 in each charging station 105 of the restart of power supply. Thereby, the power supply to each vehicle is resumed. Here, the power control unit 107 operates as a power supply control unit.

  As described above, by the average power control according to the present embodiment, the power control unit 107 performs control so that the current unit integrated power amount PI does not exceed the reference unit integrated power amount Ptx for each period of the integration unit Tx. Is done. As a result, the amount of power used for each period of the integration unit Tx at the charging station 105 does not exceed the reference unit integration power amount Ptx that determines the current demand contract. As a result, it is possible to prevent the contract fee of the current demand contract from increasing at the next contract renewal.

Next, the predicted power control will be described.
When performing the predicted power control, the power setting unit PBK of the main breaker 102 BK0 and the power setting values PB1 of the breakers 104 BK1, BK2, and BK3 corresponding to the charging stations 105 are preliminarily supplied to the power control unit 107 from the outside. PB2 and PB3 are set.

  The power control unit 107 always calculates the instantaneous power PI2 by measuring the current value of each ammeter 103 from CT1, CT2, and CT3 in FIG. 1 or 2 using the current measurement unit 202 (FIG. 2). ing. Here, the power control unit 107 operates as an instantaneous power calculation unit. For example, in FIG. 3B, if the charging stations 105 # 1 and # 2 are being charged, PI2 = I + II. Then, the power control unit 107 always calculates the usable power Px by subtracting the instantaneous power PI2 from the power setting value PB0 of the main breaker 102 by an arithmetic process corresponding to the following formula.

Px = PB0-PI2 (2)
Here, the power control unit 107 operates as an available power calculation unit.
Then, the power control unit 107 monitors whether or not an authentication request is generated from the authentication unit 203 (see FIG. 2) in any of the charging stations 105, and when the authentication request is generated, the charging station 105 is monitored. The power setting value of the breaker 104 corresponding to (hereinafter referred to as “PBN”) is extracted as a predicted power consumption value. Here, the power control unit 107 operates as a power consumption prediction unit. Then, it is determined whether or not the current available power Px is smaller than the power setting value PBN of the charging station 105 that is newly authenticated and predicted to start using. Here, the power control unit 107 operates as an available power determination unit. For example, in FIG. 3B, it is assumed that the charging stations 105 # 1 and # 2 are being charged and the charging station 105 # 3 is newly authenticated. in this case,
Px <PBN = PB3 (3)
It is determined whether or not.

  When the usable power Px is PBN = PB3 or more and the expression (3) is not satisfied, even if PBN = PB3 is newly added, the total instantaneous power in the entire charging station is the power set value of the main breaker 102. Since PB0 is not exceeded, the power control unit 107 in FIG. 2 notifies the charging permission to the authentication unit 203 in the # 3 charging station 105 that is predicted to start to be newly used. As a result, the # 3 charging station 105 starts a charging operation for the vehicle 106 connected thereto.

  When the usable power Px is smaller than PBN = PB3 and the formula (3) is satisfied, if PBN = PB3 is newly added, the total instantaneous power in the entire charging station exceeds the power set value PB0 of the main breaker 102 End up. In this case, the power control unit 107 in FIG. 2 notifies the current control value as current reduction information to the power control units 204 in the charging stations 105 of # 1 and # 2. Thereby, the power control unit 204 in each charging station 105 notifies the reduced current instruction value to the charging control unit 206 in the vehicle 106 connected thereto. Here, the power control unit 107 operates as a charging stand control unit. As a result, the charging current is reduced in each vehicle 106.

  Thereafter, the power control unit 107 newly measures the instantaneous power PI2 and calculates the usable power Px by the above-described equation (2). Then, the above-described equation (3) is determined with respect to the power setting value PBN of the charging station 105 that is predicted to start using.

  As a result of the current reduction at each charging station 105, when the usable power Px becomes PBN = PB3 or more and the expression (3) is not satisfied, even if PBN = PB3 is newly added, The total value of the instantaneous power does not exceed the power set value PB0 of the main breaker 102. At this time, the power control unit 107 of FIG. 2 notifies the charging permission to the authentication unit 203 in the # 3 charging station 105 which is predicted to start to be newly used. As a result, the # 3 charging station 105 can start the charging operation for the vehicle 106 connected thereto.

  As described above, the predicted power control according to the present embodiment predicts the amount of power used at the charging station 105 that is newly authenticated and predicted to be used from now on, and based on this, the power usage at each charging station 105 is predicted. The amount is controlled. As a result, the power usage of the entire charging station is predicted in advance according to the connection status of the vehicle to each charging station 105 that changes every moment in the charging station so that it does not exceed the power setting value of the main breaker 102. It becomes possible to control to.

  4 and 5 are a flowchart and a sequence diagram of the average power control described in FIG. In FIG. 4 and FIG. 5, the same step numbers are assigned to portions corresponding to the same processing. In the following description, the configuration of the first embodiment of FIG. 1 or FIG. The control processing in the flowchart of FIG. 4 is performed by each CPU (central processing unit) (not shown) that constitutes the power control unit 107, the power control unit 204 in the charging station 105, and the charging control unit 206 in the vehicle 106. Is realized as an operation of executing each control program stored in each memory (not shown).

First, the power set value PB0, the peak power set value PP1 and the integration unit Tx of the main breaker 102 BK0 are set in advance from the outside (step S401 in FIGS. 3 and 4).
Next, the reference unit integrated power amount Ptx is calculated based on the above-described equation (1) (step S402 in FIGS. 3 and 4).

  Next, the current value of each of the ammeters 103 of CT1, CT2, and CT3 is measured and accumulated using the current measuring unit 202 within the period of the current integration unit Tx, so that the current period of the integration unit Tx is reached. The unit integrated power amount PI is calculated (step S403 in FIGS. 3 and 4).

  Next, in the period of the current integrated unit Tx, it is determined in step S403 whether the current unit integrated power amount PI has reached the reference unit integrated power amount Ptx (step S404 in FIG. 3).

  If PI does not reach Ptx and the determination in step S404 is NO, the process returns to step S403, and the calculation of the unit integrated power amount PI and the determination process of PI = Ptx are repeatedly executed (steps S404 → S403).

  When PI reaches Ptx and the determination in step S404 is YES (step S404 in FIG. 4), power supply stop information is notified to the power cut-off unit 205 in each charging station 105 (FIGS. 3 and 4). Step S405).

As a result, charging from the power cut-off unit 205 of each charging station 105 to each vehicle 106 is suspended during the current integration unit Tx (step S406 in FIGS. 3 and 4).
Next, when the current period of the integration unit Tx ends, the power interruption unit 205 in each charging station 105 is notified of the resumption of charging (step S407 in FIGS. 3 and 4). As a result, the charging of each vehicle 106 from the power cutoff unit 205 of each charging station 105 is resumed.

Thereafter, the process returns to step S403, and the process returns to the calculation of the unit integrated power amount PI and the determination process of PI = Ptx (steps S407 → S403).
The average power control according to the present embodiment is realized by the above control operation.

  6 and 7 are a flowchart and a sequence diagram of the predicted power control described in FIG. In FIG. 6 and FIG. 7, the same step numbers are assigned to portions corresponding to the same processing. In the following description, the configuration of the first embodiment of FIG. 1 or FIG. The control processing of the flowchart of FIG. 6 is realized as an operation in which a CPU (not shown) constituting the power control unit 107 executes a control program stored in a memory (not shown), as in the case of FIG. .

  First, the power setting value PB0 of the main breaker 102 BK0 and the power setting values PB1, PB2, and PB3 of the breakers 104 of BK1, BK2, and BK3 are set in advance from the outside to the power control unit 107 (see FIG. 6 and FIG. 6). Step S601 in FIG.

  Next, the power control unit 107 measures the current values of the CT1, CT2, and CT3 ammeters 103 using the current measurement unit 202, so that the instantaneous power is obtained as the total power used by each charging station 105. PI2 is calculated (step S602 in FIGS. 6 and 7).

  Next, in the power control unit 107, the usable power Px is calculated by subtracting the instantaneous power PI2 from the power setting value PB0 of the main breaker 102 by the arithmetic processing corresponding to the formula (2). (Step 603 in FIGS. 6 and 7).

Next, the power control unit 107 determines whether an authentication request has been issued from the authentication unit 203 in one of the charging stations 105 (step S604 in FIG. 6).
If the authentication request is not generated and the determination in step S604 is NO, the process returns to step S602, and the power control unit 107 repeats the calculation of the instantaneous power PI2 and the usable power Px (step S603).

  When the authentication request is generated and the determination in step S604 is YES (see FIG. 6), the power control unit 107 extracts the power set value PBN of the breaker 104 corresponding to the charging station 105 (FIGS. 6 and 7). Step S605).

  Next, in the power control unit 107, whether or not the current available power Px calculated in step S <b> 603 is newly authenticated and is less than the power setting value PBN of the charging station 105 that is predicted to start using from now is determined. Determination is made (step S606 in FIG. 6). That is, the above-described equation (3) is determined.

  For example, it is assumed that #M charging station 105 is being charged and #N charging station 105 is newly authenticated. Assume that the available power Px is smaller than PBN and the determination in step S606 is YES. In this case, when PBN is newly added, the total value of instantaneous power in the entire charging station exceeds the power setting value PB0 of the main breaker 102. In this case, the power control unit 107 notifies the current control value as current reduction information to the power control unit 204 in the charging station 105 of #M (which may be plural) that is being charged (FIG. 5). 6 and step S607 in FIG. 7).

As a result, the power control unit 204 in the #M charging station 105 converts the notified current instruction value into a pulse value of the CPLT signal (step S608 in FIGS. 6 and 7).
Then, the pulse value is notified from the power control unit 204 in the #M charging station 105 to the charging control unit 206 in the vehicle 106 connected to the charging station 105 (step S609 in FIGS. 6 and 7). ).

  As a result, the charge control unit 206 in the vehicle 106 connected to the #M charging station 105 changes (reduces) the value of the charging current (step S610 in FIGS. 6 and 7). In this way, the electric power used for charging in each vehicle 106 is reduced.

  Thereafter, the process returns to step S602 in FIG. 6, and the power control unit 107 newly measures the instantaneous power PI2 (step S602) and calculates the usable power Px (step S603).

  As a result of the current reduction at each charging station 105, it is assumed that the available power Px is equal to or greater than PBN, and the determination in step S606 is NO (steps S605 and S606 in FIGS. 6 and 7). In addition, the total value of the instantaneous power in the entire charging station does not exceed the power setting value PB0 of the main breaker 102. As a result, the power control unit 107 is expected to start charging #N that is newly started to be used. Charging permission is transmitted to the authentication unit 203 in the stand 105 (step S611 in FIGS. 6 and 7), whereby the #N charging station 105 charges the vehicle 106 connected thereto. The operation can be started.

As described above, the predicted power control according to the present embodiment is realized.
FIG. 8 is a configuration diagram of the second embodiment of the peak power control system in the charging station. FIG. 9 is a more detailed configuration diagram of the second embodiment of the peak power control system in the charging station.

  In the configuration of the second embodiment shown in FIGS. 8 and 9, the same reference numerals are given to portions having the same functions as those of the configuration of the first embodiment shown in FIGS. The configuration of the second embodiment of FIGS. 8 and 9 differs from the configuration of the first embodiment of FIGS. 1 and 2 in the following points. First, charging from each charging station 105 to each vehicle 106 is performed in a wired manner via each charging cable 108 in the first embodiment, whereas in the second embodiment, each charging is performed via each contactless charging 801. This is done without contact. In addition, communication between the power control unit 204 in each charging station 105 and the charging control unit 206 in each vehicle 106 connected thereto is performed by wireless communication.

  FIG. 10 is a diagram illustrating the relationship between the power supply device 1004 on the charging stand 105 side and the charging device 1003 on the vehicle 106 side in the non-contact charging method according to the second embodiment of the present invention. The power supply control unit 1001 and the power supply unit 1002 in the charging stand 105 constitute a power supply apparatus 1004. The power feeding unit 1002 is installed below the ground of the parking space in the installation area of the charging stand 105 corresponding thereto. The power supply control unit 1001 is installed in the casing of the charging stand 105 beside the parking space. The vehicle 106 enters the installation area of the charging station 105, for example, # 1 to # 3 in FIG. 8 or 9, and stops on the power feeding unit 1002. As a result, the power supply control unit 1001 detects the approach of the vehicle and starts non-contact charging. Based on the principle of resonance or electromagnetic induction, the coil constituting the power feeding unit 1002 installed under the ground in the power feeding device 1004 and the coil provided in the charging device 1003 in the vehicle 106 are close to each other. The power signal is transmitted, and the storage battery 207 (see FIG. 9) in the vehicle 106 is charged.

  FIG. 11 is a diagram showing a system configuration of the power feeding device 1004 and the charging device 1003 (FIG. 10) on the vehicle 106 side installed for each charging station 105 (FIG. 8 or FIG. 9) according to the second embodiment of the present invention. It is.

  A power supply apparatus 1004 in FIG. 10 includes a power supply unit 1002 and a power supply control unit 1001 including the parts 203, 204, 205, 1101, and 1102 in FIG. 11.

The authentication unit 203 and the power control unit 204 are connected to the power control unit 107 as in the case of the first embodiment shown in FIG. 2, and perform the same control operation as in the case of the first embodiment.
The power from the power receiving facility 201 is received by the power interrupting unit 205. The power interrupting unit 205 includes a breaker as an earth leakage breaker (ELB) that interrupts the power path when an overcurrent or a leakage current on the load side is detected, and the energization is turned on / off by control from the power control unit 204 A relay (electromagnetic contactor) is provided. The high frequency power obtained by the power interrupting unit 205 is supplied to the coil of the power feeding unit 1002 (see FIG. 10) after the power factor is improved by the matching unit 1101. The conversion operation in the power interrupting unit 205 and the power factor improvement operation in the matching unit 1101 are controlled by the power control unit 204.

  Similar to the control operation in the first embodiment, the power control unit 204 notifies the wireless communication unit 1102 of charging control information such as charging permission or a current instruction value. The wireless communication unit 1102 is, for example, a microcomputer that controls transmission / reception of various charging control information wirelessly communicated with the vehicle 106. When wireless communication unit 1102 receives charging control information such as charging permission or a current instruction value from power control unit 204, wireless communication unit 1102 has a function of transmitting it to vehicle 106 by wireless communication. This wireless communication system is, for example, the ZigBee (registered trademark) wireless communication system that uses the IEEE 802.15.4 series communication standard certified by the Zigbee (registered trademark) alliance based in the United States. Alternatively, it is a WiFi wireless communication system that uses the IEEE 802.11 series communication standard certified by the Wi-Fi Alliance, an industry group based in the United States. In addition, various wireless communication methods can be employed.

Next, the charging device 1003 on the vehicle 106 side includes 206, 207, and 1103 to 1107.
The charge control unit 206 and the storage battery 207 perform the same operation as in the first embodiment shown in FIG.

  The coil 1103 receives a power signal from the power supply unit 1002 and outputs it to the matching unit 1104 when the vehicle 106 on which the coil is mounted stops on the power supply unit 1002 of the charging stand 105 (see FIG. 10). The matching unit 1104 matches the impedance of the power signal input from the coil 1103 and outputs it to the rectifying unit 1105. The rectification unit 1105 rectifies the power signal input from the matching unit 1104 and then outputs the rectified signal to the detection unit 1106. The detection unit 1106 detects the power signal and outputs it to the battery 412. The battery 412 is charged according to the rectified power signal.

  The charging control unit 206 controls impedance matching in the matching unit 1104, power signal detection operation in the detection unit 1106, detection of a charge control state in the battery 412, and the like.

  The charging control information such as charging control information such as charging permission or current instruction value notified from the power supply apparatus 1004 side is received by the wireless communication unit 1107 which is a microcomputer, for example. The wireless communication unit 1107 controls transmission / reception of various charging control information communicated with the power supply apparatus 1004 in the charging stand 105. The wireless communication unit 1107 notifies the charging control unit 206 of the received charging control information such as a charging allowable current value. Based on the charging control information notified from the wireless communication unit 1107, the charging control unit 206 controls the charging operation of the power signal to the battery 412 by the same control operation as in the first embodiment.

  Even if the non-contact charging method is adopted as the charging method from the charging stand 105 to the vehicle 106 by the configuration of the second embodiment shown in FIGS. 8 to 11 described above, FIGS. It is possible to realize the same control operation as in the case of the configuration of the first embodiment indicated by. That is, the power control unit 107, the power control unit 204 in the charging station 105, and the charge control unit 206 in the vehicle 106 are controlled by the average power control described in FIG. 3A shown in the flowchart of FIG. 4 and the sequence of FIG. Alternatively, the predicted power control described with reference to FIG. 3B shown in the flowchart of FIG. 6 and the sequence of FIG. 7 can be performed.

  According to the first and second embodiments described above, the power control unit can perform control so that the current unit integrated power amount does not exceed the reference unit integrated power amount for each period of the integration unit. It is possible to control the amount of power used for each period of the integration unit at the charging station so as not to exceed the reference unit integrated power amount for which the current demand contract is determined.

  In addition, according to each of the above-described embodiments, the amount of power used at a charging station that is newly authenticated and predicted to start using is predicted, and the amount of power used at each charging station is controlled based on the predicted amount. As a result, the power consumption of the entire charging station is predicted in advance according to the connection status of the vehicle to each charging station that changes every moment at the charging station, and control is performed so that it does not exceed the power setting value of the main breaker. It becomes possible to do.

DESCRIPTION OF SYMBOLS 101 System power 102 Main breaker 103 Ammeter 104 Breaker 105 Charging stand 106 Vehicle 107 Power control part 201 Power receiving equipment 202 Current measurement part 203 Authentication part 204 Power control part 205 Power interruption part 206 Charge control part 207 Storage battery 801 Non-contact charge 1001 Power supply Control unit 1002 Power supply unit 1003 Charging device 1004 Power supply device 1101 and 1104 Matching unit 1102 and 1107 Wireless communication unit 1103 Coil 1105 Rectification unit 1106 Detection unit

Claims (3)

Electric power is connected to each charging station by supplying power to each charging station breaker corresponding to each charging station via the main breaker and supplying power from each charging station breaker to each charging station. A vehicle charging system for charging a storage battery in a vehicle,
A current measuring unit for measuring a current value in each charging stand breaker;
Based on the measurement result of the current measurement unit, an instantaneous power calculation unit that calculates an instantaneous value of the total value of the power consumption of each charging station as instantaneous power;
An available power calculator that calculates an instantaneous value of available power by subtracting the instantaneous power from the power capacity of the main breaker;
It is determined whether there is an authentication notification of the vehicle from any charging station, and when there is an authentication notification, the power capacity of the charging stand breaker that supplies power to the charging station corresponding to the authentication notification A power consumption prediction unit that extracts a power consumption prediction value,
An available power determination unit that determines whether or not the available power is smaller than the predicted power consumption value;
When the usable power is equal to or greater than the predicted power consumption value, the charging stand corresponding to the authentication notification is notified of charging permission, and when the usable power is smaller than the predicted power consumption value A charging station controller that notifies the charging station that is currently being charged as a current instruction value of a reduction in charging current;
A vehicle charging system comprising: The charging stand and the vehicle are connected by a charging cable,
When the charging stand is notified of the current instruction value from the charging stand control section, a pulse corresponding to the current instruction value is sent to a charging control section in a vehicle connected to the charging stand of the charging stand by the charging cable. A control pilot signal having
The charging control unit controls a current value of charging power from a charging station to which the vehicle is connected by the charging cable in response to a current instruction value instructed by the control pilot signal.
The vehicle charging system according to claim 1 . The charging station charges the vehicle by non-contact charging,
When the charging station is notified of the current instruction value from the charging station control unit, the current instruction value is wirelessly communicated to a charging control unit in a vehicle connected to the charging station by the non-contact charging. Notice
The charging control unit controls a current value of charging power from a charging station to which its own vehicle is connected by the non-contact charging in response to a current instruction value notified by the wireless communication.
The vehicle charging system according to claim 1 .

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