KR102433167B1 - V2x-ess associated system and method for considering charge and discharge priority of building and grid - Google Patents

Abstract

The present invention relates to a V2X-ESS linkage system and method that considers the priorities of charging and discharging of buildings and systems, and a V2X-ESS linkage system that considers the priorities of charging and discharging of buildings and systems according to an embodiment of the present invention Silver, a charge/discharge management system for charging an electric vehicle and an ESS using the generated power of a renewable energy source, and discharging according to a power transfer command of the electric vehicle and the ESS; And, according to the detection result of PMS/CSMS, the 'building unit demand response' or the 'grid unit demand response' through the PMS/CSMS using the detection result of DMS/CIOS responds to the electric vehicle and the ESS. V2X management system for proceeding; includes.

Description

V2X-ESS ASSOCIATED SYSTEM AND METHOD FOR CONSIDERING CHARGE AND DISCHARGE PRIORITY OF BUILDING AND GRID}

The present invention relates to a V2X-ESS linkage system and method that considers the priorities of charging and discharging of buildings and systems, and more particularly, to charge electric vehicles and ESSs using power generated from new and renewable energy sources, and to Accordingly, by responding in the order of building unit demand response, system unit demand response, and demand response of the electricity trading market, the power of electric vehicles and ESSs is returned to provide V2X services in building units or microgrid units, buildings and systems It relates to a V2X-ESS linkage system and method that considers the priority of charging and discharging.

V2G (Vehicle to Grid) or V2H (Vehicle to Home) services, due to delay in the spread of electric vehicles, limit of individual electric power capacity (small size), and failure to meet the entry requirements for electric power trading market, consultation and effort between various stakeholders until they are actually provided. This is a necessary situation.

The V2G service is seeking to commercialize DR (Demand Response) participation transactions through the current demand response market for the purpose of peak reduction and cost savings of the power system, but there are several limitations.

First, the V2G service has a limitation in that it is difficult to meet various prerequisites such as resource registration standards and reduction/response tests as a single resource in the DR market.

Next, since the amount of discharge by V2G is recognized as the actual peak load reduction compared to the usual customer baseline load (CBL), it is difficult to be recognized as a performance.

In addition, V2G service has limitations in V2G resource conversion and transaction activation due to the customer's electric vehicle operation characteristics such as low battery capacity, customer parking and exiting time, and usual charging and discharging patterns.

In particular, in order to provide market-linked DR service, electric vehicle resources of a certain size or more must be connected to several chargers at a specific time, and large-scale electric vehicles must be available at the same time, so that the peak load reduction effect of the entire power system can be expected. exist.

Moreover, since the current domestic power system has sufficient reserves, the possibility of occurrence of a peak in the entire power system is low, but the possibility of occurrence of a local peak in a specific distribution line and a building unit may increase.

Therefore, the business model of the V2G service for participating in the demand response market so far can be seen as an indirect way of participating in the DR market by including V2G resources in the resources of the existing demand management service providers.

On the other hand, the utilization of V2G resources using electric vehicles is being reviewed for the purpose of stabilizing the power system, such as power system assistance (reserve power), frequency and voltage adjustment, and adjustment of new and renewable energy output fluctuations. exist. In other words, in various electric power transactions targeting generators, electric vehicles are limited in terms of resource size (20MW), market operation rules (CBL stability), and response speed when trying to trade as independent market resources.

Therefore, it is necessary for V2G service providers to pay attention to niche markets that can show tangible results in order to cope with various problems such as V2G resource constraint, customer inconvenience, and lack of economic security. In other words, V2G resources can be used as transaction resources effective for providing peak power saving services such as houses/buildings for individual customers, not for the entire power trading market.

To this end, the V2G service primarily uses the battery power of the electric vehicle that is parked after the operation has been completed. Therefore, it is necessary to develop a system configuration and service method that allows free transactions, free of the strict registration and response requirements of the current demand resource market. do.

In addition, the V2G service provides not only the peak reduction at the building unit used in a specific area unit, but also the peak reduction and reserve power provision method that can be clustered and utilized in the entire system unit in consideration of the characteristics of a large number of electric vehicles scattered across the country. needs to be proposed.

Accordingly, the V2G service or V2H service is configured as a V2X (Vehicle to Everything)-ESS linkage system to efficiently utilize a small number of electric vehicles distributed in multiple sites, and to provide economic effects by supplying a limited amount of electricity to the demanding party according to the situation. It is necessary to propose a service that can double the maximum.

However, in order to configure the V2X-ESS linkage system, it is necessary to accurately identify the amount of electric vehicle charging on a specific day and manage the load supply. Therefore, it is necessary to develop a charging/discharging algorithm that can manage and appropriately control multiple chargers at the same time.

In particular, the V2X-ESS linkage system is a system for predicting power supply and charging demand based on the usual renewable energy generation and electric vehicle driving data, as well as the unavoidable error with the actual driving amount according to the V2X instruction due to unspecified building peaks and grid peaks. After the correction algorithm and V2X response, it is necessary to propose an economical charging/discharging algorithm that can achieve the charging goal set by the customer on the same day as economically as possible.

Republic of Korea Patent Publication No. 10-1202576 (Registered on November 12, 2012) Republic of Korea Patent Publication No. 10-1324479 (Registered on October 28, 2013)

An object of the present invention is to charge electric vehicles and ESSs using power generated from new and renewable energy sources, and to respond in order of building unit demand response, grid unit demand response, and demand response in the electricity trading market according to priority. And to provide a V2X-ESS linkage system and method that considers the priorities of charging and discharging of buildings and systems, in order to provide V2X services in building units or microgrids by returning the power of the ESS.

The V2X-ESS linkage system that considers the priorities of charging and discharging of buildings and systems according to an embodiment of the present invention charges electric vehicles and ESSs using power generated from new and renewable energy sources, and the electric vehicles and ESS power a charge/discharge management system for discharging according to a return command; And, according to the detection result of PMS/CSMS, the 'building unit demand response' or the 'grid unit demand response' through the PMS/CSMS using the detection result of DMS/CIOS responds to the electric vehicle and the ESS. V2X management system for proceeding; may include.

The V2X management system may perform the frequency tracking process of the system by using the electric power stored in the electric vehicle and the ESS as a reserve power for frequency/voltage adjustment of the system when the frequency and voltage fluctuations of the system occur.

The V2X management system may perform the frequency tracking process of the system by dividing it into a transient response mode or a normal response mode according to response requirements, duration, compensation amount, and the like.

The V2X management system may perform power back-transmission by the electric vehicle and the ESS in response to a request to participate in the demand response of the power trading market from the DRMS.

The V2X management system may respond in the order of a building unit demand response, a grid unit demand response, and a demand response of the electricity trading market according to the priority.

The charge/discharge management system may directly charge the electric power generated by the renewable energy source to the electric vehicle through a charger, or store it in the ESS and then charge the electric vehicle through the charger.

The charge/discharge management system, but first charges the generated power of the new and renewable energy source, performs the charging of the electric vehicle in order of the power stored in the ESS and the electric power supplied from the system for the shortage, After the charging is completed, the surplus power may be transmitted to the PMS/CSMS.

The PMS/CSMS may detect the building peak of the building by predicting and monitoring the average and peak usage of the building.

The DMS/CIOS may detect whether a system peak has occurred and whether a frequency/voltage has changed.

A V2X-ESS linkage method that considers the priorities of charging and discharging of buildings and systems according to an embodiment of the present invention comprises: charging an electric vehicle and an ESS using power generated from a renewable energy source; performing power back-transmission by the electric vehicle and the ESS in response to a 'building-unit demand response' according to the detection result of the PMS/CSMS; And after proceeding with the building unit demand response response, by responding to the 'grid unit demand response' through the PMS / CSMS using the detection result of DMS / CIOS, power back transmission by the electric vehicle and the ESS is performed step; may include.

According to one embodiment, when the frequency and voltage of the system fluctuate after the charging step, the electric vehicle and the electric power stored in the ESS are used as the frequency/voltage adjustment reserve of the system to perform the frequency tracking process of the system. It may further include;

The step of performing the frequency tracking process of the system may be performed by dividing the frequency tracking process of the system into a transient response mode or a normal response mode according to response requirements, duration, compensation amount, and the like.

According to one embodiment, after proceeding with the system unit demand response response, in response to the demand response participation request of the electricity trading market from the DRMS, the step of performing power back-transmission by the electric vehicle and the ESS; may further include can

In the charging step, the power generated by the renewable energy source may be directly charged to the electric vehicle through a charger, or stored in the ESS and then charged to the electric vehicle through the charger.

In the charging step, the electric power generation of the new and renewable energy source is first charged, and the electric vehicle is charged in order with the electric power stored in the ESS and the electric power supplied from the system for the shortfall, and the electric vehicle is charged. Thereafter, the surplus power may be transmitted to the PMS/CSMS.

The present invention charges electric vehicles and ESSs using the power generated from new and renewable energy sources, and responds in order of building unit demand response, grid unit demand response, and demand response in the electricity trading market according to the priority. By sending back the power of the building unit or microgrid unit, V2X service can be provided.

In addition, the present invention can promote the improvement of building energy management efficiency in normal times and reduction of peak power grid in case of emergency by using V2X technology, which is emerging as an important factor in the spread of electric vehicles and charging infrastructure.

In addition, the present invention can effectively configure and use the V2X-ESS service by classifying emergency, preparation and normal times, so that demand conditions (emergency/normal), electricity rates (day/night), power generation source environment (sun, wind, etc.) ) and demand regions (high/low demand, nationwide/region), it is possible to use electricity flexibly and efficiently.

In addition, the present invention can first reduce the contract power level set high due to the burden of exceeding the peak, and use the V2X-ESS system to control the building peak first for the part that intermittently exceeds the lowered contract power.

In addition, the present invention is primarily utilized for reducing building peaks and improving energy management efficiency, and secondarily, grid peak reduction and system stabilization reserve capacity (frequency / voltage adjustment reserve capacity, standby / replacement reserve capacity, etc.) can be used as

In addition, according to the present invention, since electric power generated from a renewable energy source is first charged to an electric vehicle, it is possible to achieve eco-friendly electric power production and consumption, thereby reducing carbon emission.

In addition, since the present invention connects a new and renewable energy source with large output fluctuations according to the natural environment to an electric vehicle, it can be expected to secure power system stability (reduce output fluctuations), and avoid additional construction and use of transmission and substation facilities.

1 is a view showing a V2X-ESS linkage system that considers the priorities of charging and discharging of buildings and systems according to an embodiment of the present invention;
2 is a view for explaining a V2X-ESS linkage method that considers the priorities of charging and discharging of buildings and systems according to an embodiment of the present invention;
3 is a view for explaining a process of achieving a target amount of charging for an electric vehicle;
4 is a view for explaining the charging / discharging cross progress process;
5 is a view for explaining the charging standard amount calculation process in which the building and system peak are reflected;
6 is a view for explaining a charge/discharge negotiation process for an electric vehicle and a charging period.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. However, detailed descriptions of well-known functions or configurations that may obscure the gist of the present invention in the following description and accompanying drawings will be omitted. In addition, it should be noted that throughout the drawings, the same components are denoted by the same reference numerals as much as possible.

The terms or words used in the present specification and claims described below should not be construed as being limited to conventional or dictionary meanings, and the inventor shall appropriately define his or her invention in terms of the best way to describe it. It should be interpreted as meaning and concept consistent with the technical idea of the present invention based on the principle that it can be done.

Therefore, the embodiments described in this specification and the configurations shown in the drawings are only the most preferred embodiment of the present invention, and do not represent all of the technical spirit of the present invention. It should be understood that there may be equivalents and variations.

In the accompanying drawings, some components are exaggerated, omitted, or schematically illustrated, and the size of each component does not fully reflect the actual size. The present invention is not limited by the relative size or spacing drawn in the accompanying drawings.

In the entire specification, when a part "includes" a certain component, it means that other components may be further included, rather than excluding other components, unless otherwise stated. In addition, when a part is said to be "connected" with another part, it includes not only the case of being "directly connected", but also the case of being "electrically connected" with another element interposed therebetween.

The singular expression includes the plural expression unless the context clearly dictates otherwise. Terms such as “comprise” or “have” are intended to designate that a feature, number, step, operation, component, part, or combination thereof described in the specification is present, and includes one or more other features, number, or step. , it should be understood that it does not preclude in advance the possibility of the presence or addition of an operation, component, part, or combination thereof.

Also, as used herein, the term “unit” refers to a hardware component such as software, FPGA, or ASIC, and “unit” performs certain roles. However, "part" is not meant to be limited to software or hardware. A “unit” may be configured to reside on an addressable storage medium and may be configured to refresh one or more processors. Thus, by way of example, “part” refers to components such as software components, object-oriented software components, class components, and task components, processes, functions, properties, procedures, subroutines, segments of program code, drivers, firmware, microcode, circuitry, data, databases, data structures, tables, arrays and variables. The functionality provided within components and “parts” may be combined into a smaller number of components and “parts” or further divided into additional components and “parts”.

Hereinafter, with reference to the accompanying drawings, the embodiments of the present invention will be described in detail so that those skilled in the art can easily carry out the embodiments of the present invention. However, the present invention may be embodied in several different forms and is not limited to the embodiments described herein. And in order to clearly explain the present invention in the drawings, parts irrelevant to the description are omitted, and similar reference numerals are attached to similar parts throughout the specification.

Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings.

1 is a view showing a V2X-ESS linkage system that considers the priorities of charging and discharging of buildings and systems according to an embodiment of the present invention.

As shown in FIG. 1, the V2X-ESS linkage system (hereinafter referred to as 'V2X-ESS linkage system', 100) that considers the priorities of charging and discharging of buildings and systems according to an embodiment of the present invention, 100 It includes a discharge management system 110 , a V2X management system 120 , and a V2X information system 130 , and these systems are interconnected.

In the V2X-ESS linkage system 100, the power generated by the renewable energy source 40 is first charged to the electric vehicle 10 and the ESS 30 in normal times, and when a situation such as a building emergency or a system emergency occurs, a predefined According to the priority, the electric vehicle 10 controls charging power or discharges electric power from the electric vehicle 10 to the building to control a building emergency or a system emergency. At this time, the V2X-ESS linkage system 100 identifies the amount of power generation of the renewable energy source 40 , the usable capacity of the ESS 30 , the charging demand of the electric vehicle 10 , and the like.

First, the peripheral devices of the V2X-ESS linkage system 100 will be described.

The charger 20 is an electric vehicle charging infrastructure installed in various regions, and is divided into an AC charger that is a slow charger or a DC charger that is a fast charger according to a charging method, and may be a socket-type charger or a stand-type charger according to an installation method. Here, for convenience of description, the charging method and the installation method are not distinguished and will be collectively described.

In addition, the charger 20 is connected to the communication controller of the electric vehicle 10 through the communication controller to perform communication. The charger 20 to which the DC-type charging method is applied includes an AC-DC converter. Here, the electric vehicle 10 includes a battery, a battery management system (BMS), and a communication controller, and the electric vehicle 10 to which the AC-type charging method is applied includes a bidirectional On Board Charger (OBC). A detailed description thereof will be omitted as it can be easily understood by those skilled in the art.

The ESS 30 includes a Power Conversion System (PCS) 31 for power conversion between AC and DC, a battery 32 for power storage, a Battery Management System (BMS) (not shown), and an Energy Management (EMS). System) (not shown in the drawing).

The renewable energy source 40 includes a renewable energy source (solar light, solar heat, bio, wind power, hydraulic power, etc.) used by converting renewable energy. The renewable energy source 40 has a variable power generation according to the power generation situation (illuminance, wind, waves, etc.), low power generation efficiency and economical efficiency, and may cause a change in the output of the power system.

Accordingly, as the power generated by the renewable energy source 40 is applied to the charger 20 through the ESS 30 , it is preferentially supplied to the electric vehicle 10 for stabilization of the power system.

The charge/discharge management system 110 manages and controls the process of charging the electric vehicle 10 with the power generated by the renewable energy source 40 .

That is, the PCS 31a of the ESS 30 stores the power generated by the renewable energy sources 40 distributed in various regions in the battery 32 and the renewable energy source stored in the battery 32 . The generated power of (40) is supplied to the charger (20). In this case, the PCS 31a may directly supply the power generated by the renewable energy source 40 to the charger 20 without storing it in the battery 32 .

Then, the charger 20 charges the electric vehicle 10 with the power generated by the renewable energy source 40 rather than the power supplied from the power system.

At this time, if the charging demand of the electric vehicle 10 is greater than the amount of power generated by the renewable energy source 40 , after using all of the power generation produced by the new and renewable energy source 40 to charge the electric vehicle 10 , , the ESS 30 makes up for the shortage with the power previously stored in the battery 32 .

However, when the amount of power supplied from the battery 32 of the ESS 30 is insufficient when charging the electric vehicle 10 , the charger 20 charges the electric vehicle 10 using the electric power supplied from the system. .

On the other hand, when surplus power exists in the battery 112b after the charger 20 completes charging of the electric vehicle 10, the ESS 30 transmits the surplus power to the PMS/CSMS 50 to be described later.

The V2X management system 120 responds to a building unit demand response (DR) when a building emergency occurs, and responds to a system unit demand response (DR) when a system emergency occurs. At this time, the V2X management system 120 preferentially proceeds the building unit demand response response than the system unit demand response response. Here, the building emergency is, for example, a building peak, maximum load on the day, instantaneous power failure, etc., and the system emergency is, for example, a grid peak, frequency and voltage fluctuations, and other preliminary situations.

In the following description, the case where the building emergency is the building peak and the system emergency are the system peak and frequency fluctuation will be mainly described.

First, the building unit demand response response will be described.

The V2X management system 120 receives a peak reduction instruction from the PMS/CSMS 50 according to the building peak prediction result detected by the PMS/CSMS 50 .

Here, the PMS/CSMS 50 is a power management system (PMS)/charging station management system (CSMS), and is a system for managing the power load of a building where a charger is installed (ie, a charging station).

In addition, the PMS / CSMS (50) is normally, that is, when there is no demand response (DR) response in the building unit / grid unit (distribution network) / power transaction market unit, and there is no provision of frequency / voltage adjustment reserve power, the ESS (30) If there is surplus power, it is received. And, the PMS/CSMS 50 stores power in the ESS 30 at night time.

However, the PMS/CSMS 50 predicts and monitors the average power consumption and peak usage of the corresponding building to detect the building peak of the building. At this time, when the PMS/CSMS 50 is predicted to exceed the peak usage in the corresponding building, the V2X management system 120 notifies the building peak and instructs the building peak reduction.

Accordingly, the V2X management system 120 performs a building unit demand response (DR) for reducing the building peak through the charge/discharge management system 110 . That is, the charge/discharge management system 110 transmits a command regarding power back transmission of the electric vehicle 10 to the charger 20 in order to perform power back transmission to the corresponding building, that is, the PMS/CSMS 50, and the ESS ( 30) transmits a command related to power back transmission of the battery 32 provided to the PCS 31 (V2X enforcement).

And, despite the response of the building unit demand response (DR) by the V2X management system 120, the PMS/CSMS 50 is additionally received from the system when the amount of power for reducing the building peak is insufficient.

Next, the system unit (distribution network unit) demand response response according to the V2X instruction will be described.

The V2X management system 120 checks whether a system peak occurs and whether there is a frequency change through the PMS/CSMS 50 interlocking with the DMS/CIOS 70 . At this time, the PMS/CSMS 50 obtains system load information from the DMS/CIOS 70 .

Here, the DMS/CIOS 70 is a Distribution Management System/Charging Infra Operating System, and detects whether a grid peak occurs and whether a frequency/voltage fluctuates in the power system. Here, the DMS/CIOS 70 functions as an operation server for estimating the local distribution line load and controlling the local charging load.

Accordingly, when a grid peak occurs, the V2X management system 120 performs a grid unit (distribution network unit) demand response (DR) to reduce the grid peak through the charge/discharge management system 110 . That is, the charge/discharge management system 110 transmits a command related to power back transmission of the electric vehicle 10 to the charger 20 in order to conduct a demand response (DR) for the power system, and is provided in the ESS 30 . It transmits a command related to the power back transmission of the battery 32 to the PCS 31 (V2X enforcement).

And, when the frequency fluctuation occurs, the V2X management system 120 performs the frequency tracking process (frequency/voltage adjustment reserve) of the system through the charge/discharge management system 110 . That is, the charge/discharge management system 110 utilizes the electric vehicle 10 and the ESS 30 as frequency/voltage adjustment reserve power in order to proceed with the frequency tracking process for the power system.

In this case, when the charge/discharge management system 110 performs the frequency tracking process, it can respond by dividing it into a transient response mode or a normal response mode according to response requirements, duration, compensation amount, and the like. Here, the transient response mode corresponds to a case where the frequency fluctuation range is large and rapid control is required, and the normal response mode corresponds to a case where the frequency fluctuation width is small and the frequency is high.

Next, the demand response response in the electricity trading market will be described. This corresponds to the demand response response at the national grid level.

The V2X management system 120 responds to the building unit demand response and the grid unit (distribution network unit) demand response, and then responds to the electricity trading market (demand response market) 80 through the DRMS 60 .

Here, the DRMS 60 is a demand response management system, in order to maintain the balance of supply and demand through adjustment of electricity rates or power reduction by load reduction instructions when a supply crisis occurs due to a peak in power demand. It is a system for managing activities in the electricity trading market 80 .

When the DRMS 60 receives a request to participate in the demand response from the electricity trading market 80, the V2X management system 120 instructs the electricity trading market 80 to participate in the demand response one hour prior to an emergency on the day, or the demand response one day before usual. It instructs participation in demand response through competitive bidding with power generation resources and price.

Additionally, the V2X management system 120 may receive a V2X instruction by a peak reduction DR or a fee-saving DR from the system operator.

As described above, the V2X management system 120 first responds to the building unit demand response in conjunction with the PMS/CSMS 50 , and then the system unit demand by the DMS/CIOS 70 through the PMS/CSMS 50 . react to the reaction Then, the V2X management system 120 interlocks with the DRMS 60 to finally respond to the demand response of the electricity trading market.

At this time, when there is no demand response request from the PMS/CSMS 50 and the DRMS 60, the V2X management system 120 uses the surplus power of the ESS 30 as a frequency/voltage adjustment reserve.

And, the V2X management system 120 transmits the final surplus power of the ESS 30 to the PMS/CSMS 50 when there is no demand response response and provision of reserve power.

The V2X information system 130 generates the V2G-ESS linkage execution information managed by the charge/discharge management system 110 and the V2X management system 120 and transmits it to the customer terminal (not shown in the drawing).

Additionally, the V2X-ESS linkage system 100 assumes a complex system consisting of connecting the electric vehicle 10, the charger 20, the ESS 30, and the building, but a new and renewable energy source such as sunlight ( 40), it can be flexibly configured according to the different situations that EV customers belong to, such as normal/emergency situations, buildings and systems.

In addition, the V2X-ESS linkage system 100 can charge the electric vehicle 10 directly from the renewable energy source 40, but the charger 20 and the ESS 30 ) is also possible.

2 is a view for explaining a V2X-ESS linkage method considering the priorities of charging and discharging of buildings and systems according to an embodiment of the present invention.

The V2X-ESS linkage system 100 charges the electric vehicle 10 by receiving the power generated by the renewable energy source 40 through the ESS 30 . At this time, the V2X-ESS linkage system 100 utilizes the pre-stored power in the ESS 30 when the amount of power generated by the renewable energy source 40 is insufficient. Nevertheless, the V2X-ESS linkage system 100 receives the necessary power from the power system when the charge amount of the electric vehicle 10 is finally insufficient.

And, the V2X-ESS linkage system 100 provides the PMS/CSMS 50 after storing it in the ESS 30 when there is finally surplus power in the amount of charge of the electric vehicle 10 .

On the other hand, the V2X-ESS linkage system 100 receives a signal for a building peak or a grid peak (distribution network) according to the prediction result detected by the PMS/CSMS 50 (S101).

Then, the V2X-ESS linkage system 100 responds to the building unit demand response for reducing the building peak, or responds to the system unit demand response for reducing the system peak (S102). That is, the V2X-ESS linkage system 100 performs power transfer from the electric vehicle 10 or ESS 30 to the PMS/CSMS 50 for building unit demand response response, or to the grid for grid unit demand response response. perform power transfer.

In addition, if the V2X-ESS linkage system 100 occurs when a frequency change occurs, the system performs a frequency tracking process (providing frequency / voltage adjustment reserve) (S103). At this time, the V2X-ESS linkage system 100 operates in a normal response mode or a transient response mode by checking whether the frequency is transient.

Thereafter, the V2X-ESS linkage system 100 may respond to the demand response of the national grid unit after responding to the building unit demand response or the grid unit (distribution network unit) demand response (S104).

As described above, the V2X-ESS linkage system 100 determines the charge/discharge priority as follows.

First, the V2X-ESS linkage system 100 charges the electric vehicle 10 with the power generated by the renewable energy source 40 and stores it in the ESS 30 .

Then, the V2X-ESS linkage system 100 is a case in which a building peak or a system peak is expected according to the prediction result of the PMS / CSMS 50 monitoring the load state (in this case, it can be defined as 'emergency') , V2X is primarily implemented by performing charge control or discharging for the electric vehicle 10 , and secondly, additional V2X is implemented using the power stored in the ESS 30 .

Then, the V2X-ESS linkage system 100 does not have a V2X instruction from the building or system, but when there is a change in the frequency and voltage of the system (in this case, it can be defined as 'always ready'), normal response By judging the mode or transient response mode, V2X is implemented as a reserve for frequency/voltage adjustment.

After that, the V2X-ESS linkage system 100 is a PMS / CSMS (50) in the case where there is no V2X instruction from the building and system (in this case, it can be defined as 'normal'), excluding the system operation required amount ) and used for building energy management.

In addition, the PMS/CSMS 50 determines the charge/discharge priority as follows.

The electric vehicle 10 or the ESS 30 charges or stores cheap electric power during a light load time period.

The PMS/CSMS 50 receives surplus power from the V2X-ESS linkage system 100 after charging of the electric vehicle 10 normally.

Thereafter, the PMS/CSMS 50 primarily uses the electric power stored in the electric vehicle 10 or the ESS 30 in the maximum load time period, and receives insufficient electric power from the electric power system.

In addition, the PMS / CSMS 50 receives power from the V2X-ESS linkage system 100 in an emergency, but also allows receiving power from the power system when it is cheaper by comparing the power rates.

3 is a view for explaining a process of achieving a target amount of charging for an electric vehicle, and FIG. 4 is a view for explaining a process of cross-charging/discharging.

The charging/discharging management system 110 predicts the daily renewable E generation amount, the charging demand of the electric vehicle 10, and the building peak generation amount, while monitoring the charger 20 of a plurality of charging stations, and by predefined seasons/times. A charging/discharging schedule for the economic charging mode of the electric vehicle 10 is generated by using the electric power rate table and the customer's charging target amount for the day.

However, the charge/discharge management system 110 reflects the building unit demand response and system unit demand response prediction in the charge/discharge schedule of the initially generated electric vehicle 10 one hour before the response, and the charge/discharge schedule of the electric vehicle 10 is reflected on the same day. Scheduling is performed again for the charge/discharge schedule that can achieve the discharge target amount.

At this time, the charge/discharge management system 110 predicts the charge/discharge amount of the electric vehicle 10 on the day. To this end, the charge/discharge management system 110 sets the target amount of charge on the day by the customer, automatically sets the lower discharge limit, calculates the charging slope for slow charge/discharge, sets the charge/discharge conversion time, and the like.

Referring to FIG. 3 , the charge/discharge management system 110 derives a charge/discharge gradient by checking the state of charge (SOC) of the electric vehicle 10 through the first 10-minute charging.

That is, the charge/discharge management system 110 performs initial charging through the connector connection between the electric vehicle 10 and the charger 20 for about 10 minutes from 08:45 to 08:55 in the morning of the same day, and the battery of the electric vehicle 10 on the day Identify the state (SOC) and derive the optimal charging slope to achieve the charging target value set by the customer.

At this time, when the economic charging mode is selected by the customer, the charging/discharging management system 110 charges the electric vehicle 10 at the cheapest rate time according to the previously determined daily electricity rate table.

The charge/discharge management system 110 performs charging for the electric vehicle 10 during the 09:00-10:55, 12:05-13:00, and 16:05-17:13 rate hours. The charge/discharge management system 110 instructs the discharge of the electric vehicle 10 one hour before the response according to the prediction of the building unit demand response and the system unit demand response.

Referring to FIG. 4 , the charge/discharge management system 110 maintains a minimum 30% discharge lower limit value, and combines or crosses the charging process and the discharging process to reach 100% of the target charge amount set by the customer. In this case, the charge/discharge management system 110 may secure an additional 30-minute spare time after reaching the target charge amount.

5 is a view for explaining a process of calculating the standard amount of charging in which the building and system peak are reflected.

Referring to FIG. 4 , the V2X management system 120 derives a load curve of the PMS/CSMS 50 by integrating the charge/discharge schedules for the electric vehicle 10 and the charger 20 . Here, the number of the electric vehicle 10 and the charger 20 is plural, and the charger 20 includes a socket type and a stand type.

At this time, the V2X management system 120 calculates the charging slope and charging target achievement schedule of each charger 20 in the morning of the day to calculate the charge/discharge demand of the entire electric vehicle 10 .

The V2X management system 120 compares the supply amount (predicted amount) of the renewable energy source 40 and the charge/discharge demand of the electric vehicle 10 on the day, and, if necessary, additionally utilizes the ESS 30 to execute a charge/discharge schedule. do.

At this time, the V2X management system 120 calculates the amount of power supply, charge/discharge demand, and surplus power, and executes a series of scheduling to perform real-time monitoring and correction for errors.

In addition, the V2X management system 120 performs preliminary power supply through the ESS 30 and the system when the supply amount of the renewable energy source 40 is difficult to meet the charging demand at a specific point in time to satisfy the insufficient charging demand. make it

6 is a view for explaining a charging/discharging negotiation process for an electric vehicle and a charging period.

The charging/discharging management system 110 starts negotiation between the electric vehicle 10 and the charger 20 (1), and then charges the amount of electric power corresponding to the charging demand (2).

Thereafter, the charge/discharge management system 110 switches the mode from charging to charging control or discharging when a V2B or V2G instruction occurs (3).

After the V2B or V2G response, the charge/discharge management system 110 performs renegotiation between the electric vehicle 10 and the charger 20 (4-1, 4-2). At this time, the charge/discharge management system 110 performs renegotiation (4-1, 4-2), switches to a standby mode (5), and then proceeds to charge again (6). Thereafter, the charge/discharge management system 110 returns to the standby mode (7) and performs renegotiation between the electric vehicle 10 and the charger 20 (8-1, 8-2).

Then, the charge/discharge management system 110 performs renegotiation (8-1, 8-2), immediately discharges (9), and connects to the termination mode (10).

In contrast, the charge/discharge management system 110 performs renegotiation (8-1, 8-2), and then connects to the end mode from the standby mode (7) after charging (2) (11).

The method according to some embodiments may be implemented in the form of program instructions that can be executed through various computer means and recorded in a computer-readable medium. The computer-readable medium may include program instructions, data files, data structures, etc. alone or in combination. The program instructions recorded on the medium may be specially designed and configured for the present invention, or may be known and available to those skilled in the art of computer software. Examples of the computer-readable recording medium include magnetic media such as hard disks, floppy disks and magnetic tapes, optical media such as CDROMs and DVDs, and magneto-optical disks such as floppy disks. hardware devices specially configured to store and execute program instructions, such as magneto-optical media, and ROM, RAM, flash memory, and the like. Examples of program instructions include not only machine language codes such as those generated by a compiler, but also high-level language codes that can be executed by a computer using an interpreter or the like.

Although the foregoing description has focused on novel features of the invention as applied to various embodiments, those skilled in the art will recognize the apparatus and method described above without departing from the scope of the invention. It will be understood that various deletions, substitutions, and changes are possible in the form and details of Accordingly, the scope of the invention is defined by the appended claims rather than by the description above. All modifications within the scope of equivalents of the claims are included in the scope of the present invention.

110: charge/discharge management system 120: V2X management system
130: V2X information system 10: electric vehicle
20: charger 30: ESS
31: PCS 32: battery
40: Renewable energy source 50: PMS/CSMS
60: DRMS 70: DMS/CIOS
80: electricity trading market

Claims (15)

a charge/discharge management system for charging an electric vehicle and an ESS using the power generated by a renewable energy source and discharging the electric vehicle and the ESS according to a power transfer command of the electric vehicle and the ESS; and
According to the detection result of the PMS/CSMS, the 'building unit demand response' or the 'grid unit demand response' through the PMS/CSMS using the detection result of the DMS/CIOS responds to the electric vehicle and the ESS. Including; V2X management system to proceed
The V2X management system,
When the frequency and voltage fluctuations of the system occur, the electric vehicle and the electric power stored in the ESS are used as the frequency/voltage adjustment reserve of the system to perform the frequency tracking process of the system,
The V2X management system,
A V2X-ESS linkage system that considers the charging/discharging priority of buildings and systems that divides the frequency tracking process of the system into a transient response mode or a normal response mode according to response requirements, duration, and compensation amount.
delete delete The method of claim 1,
The V2X management system,
A V2X-ESS linkage system that considers the priorities of charging and discharging of buildings and systems for power back-transmission by the electric vehicle and the ESS in response to a request to participate in the demand response of the electricity trading market from the DRMS.
5. The method of claim 4,
The V2X management system,
A V2X-ESS linkage system that considers the priorities of charging and discharging of buildings and systems that respond in the order of building unit demand response, grid unit demand response, and demand response in the electricity trading market according to priorities.
The method of claim 1,
The charge / discharge management system,
A V2X-ESS linkage system that considers the priorities of charging and discharging of buildings and systems that directly charge the electric power from the renewable energy source to the electric vehicle through a charger, or store it in the ESS and then charge the electric vehicle through the charger .
The method of claim 1,
The charge / discharge management system,
First, the power generated by the renewable energy source is charged, but the electric vehicle is charged in order with the power stored in the ESS and the power supplied from the system for the shortfall,
A V2X-ESS linkage system that considers the priorities of charging and discharging of buildings and systems that transmit surplus power to the PMS/CSMS after the charging of the electric vehicle is completed.
The method of claim 1,
The PMS / CSMS,
A V2X-ESS linkage system that considers the priorities of charging and discharging of buildings and systems that detect building peaks by predicting and monitoring the average and peak usage of buildings.
The method of claim 1,
The DMS / CIOS,
A V2X-ESS linkage system that considers the priorities of charging and discharging of buildings and systems that detect whether a system peak occurs and whether there is a frequency/voltage change.
charging an electric vehicle and an ESS using power generated from a renewable energy source;
performing power back-transmission by the electric vehicle and the ESS in response to a 'building unit demand response' according to the detection result of the PMS/CSMS; and
After proceeding with the building unit demand response response, by responding to the 'grid unit demand response' through the PMS/CSMS using the detection result of the DMS/CIOS, power transfer by the electric vehicle and the ESS is performed including;
After the charging step, if the frequency and voltage of the system fluctuates, using the electric power stored in the electric vehicle and the ESS as a frequency/voltage adjustment reserve of the system to perform the frequency tracking process of the system; further comprising do,
The step of performing the frequency tracking process of the system,
A V2X-ESS linkage method that considers the priorities of charging and discharging of buildings and systems, in which the frequency tracking process of the system is divided into transient response mode or normal response mode according to response requirements, duration, and compensation amount.
delete delete 11. The method of claim 10,
after performing the system unit demand response response, performing power back-transmission by the electric vehicle and the ESS in response to a demand response participation request of the power trading market from the DRMS;
V2X-ESS linkage method that considers the priorities of charging and discharging of buildings and systems for further including.
11. The method of claim 10,
The charging step is
A V2X-ESS linkage method that considers the charging/discharging priorities of buildings and systems that directly charge the electric power generated by the renewable energy source to the electric vehicle through a charger, or store it in the ESS and then charge the electric vehicle through the charger .
11. The method of claim 10,
The charging step is
First, the power generated by the renewable energy source is charged, but the electric vehicle is charged in order with the power stored in the ESS and the power supplied from the system for the shortfall,
After the charging of the electric vehicle is completed, a V2X-ESS linkage method that considers the priorities of charging and discharging of buildings and systems that transmit surplus power to the PMS/CSMS.

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