WO2011161758A1

WO2011161758A1 - Power supplying system

Info

Publication number: WO2011161758A1
Application number: PCT/JP2010/060500
Authority: WO
Inventors: 恭子大越; 松澤　真一; 原　信彦
Original assignee: 日立オートモティブシステムズ株式会社
Priority date: 2010-06-22
Filing date: 2010-06-22
Publication date: 2011-12-29
Also published as: JPWO2011161758A1; JP5422741B2

Abstract

Provided is a power supplying system, wherein power supplying can be leveled with a simple configuration. In the power supplying system, a prescribed capacity potion of the storage capacity of a vehicle-mounted storage battery is assigned as a dedicated capacity for transmitting/receiving power to/from a power grid, and the dedicated capacity is used in priority upon transmitting/receiving power to/from the power grid.

Description

Power supply system

The present invention relates to a power supply system that supplies electric power from an in-vehicle storage battery to an electric power system or supplies electric power from the electric power system to the in-vehicle storage battery.

In recent years, electric vehicles such as hybrid electric vehicles (HEV), plug-in hybrid cars (Plugin Hybrid Electric Vehicle: PHEV), and electric vehicles (Electric Vehicle: EV) have attracted more and more demand. ing. As these vehicles become widespread, the need to supply power to these vehicles increases and the power consumption changes, so there is a concern that new measures will be required to stabilize the power supply.

On the other hand, power generation methods using renewable energy such as solar power generation and wind power generation have attracted attention, and the number of introduction cases is gradually increasing.

In view of the above situation, in-vehicle storage batteries installed in HEV, PHEV, EV, etc. are used to store low-cost nighttime power or power from renewable energy generation, and power from the in-vehicle storage battery during daytime power consumption peaks. A system for supplying power to the grid has been devised. Such a mechanism is called V2G (Vehicle to Grid).

The following Patent Document 1 discloses a power supply system that uses the V2G mechanism to equalize power supply.

JP 2009-183086 A

In the technique described in Patent Document 1, the power capacity that can be accommodated by each in-vehicle storage battery is different or changes with time, so that the system tends to be complicated.

The present invention has been made to solve the above-described problems, and an object thereof is to provide a power supply system capable of leveling power supply with a simple configuration.

In the power supply system according to the present invention, a predetermined capacity of the storage capacity of the in-vehicle storage battery is assigned as a dedicated capacity for transmitting and receiving power to and from the power system, and is dedicated when transmitting and receiving power to and from the power system. Use capacity preferentially.

According to the power supply system according to the present invention, since the predetermined range of the storage capacity of the in-vehicle storage battery is a dedicated capacity for transmitting and receiving power to and from the power system, the influence each in-vehicle storage battery has on the power system, It can be limited within the range of dedicated capacity. Thereby, since the dispersion | variation for every vehicle-mounted storage battery can be suppressed in a predetermined range, the necessity of implementing separate control response | compatibility for every vehicle-mounted storage battery can also be suppressed similarly, and control can be simplified.

1 is a configuration diagram of a power supply system 1000 according to Embodiment 1. FIG. FIG. 3 is a detailed diagram showing a connection relationship between each component of the power supply system 1000. It is a figure which shows the detailed structure of the vehicle-mounted storage battery. It is a figure explaining operation | movement of the electric power supply system 1000 in the time slot | zone when electric power consumption reaches the peak. It is a figure explaining operation | movement of the electric power supply system 1000 when the vehicle-mounted storage battery 13 receives electric power from the electric power grid 6, and stores it in the electric power system exclusive capacity | capacitance 131. FIG. It is a figure which shows a mode that electric power consumption peak cut and electrical storage of surplus electric power are implemented using the electric power supply system 1000 which concerns on Embodiment 1. FIG. It is a figure which shows the operation example in case two electric power grids exist. It is a figure which shows the structure and data example of the cooperation log 14 which each vehicle 1 hold | maintains. It is a figure explaining operation | movement of the electric power supply system 1000 in the time slot | zone when electric power consumption reaches the peak.

<Embodiment 1>
FIG. 1 is a configuration diagram of a power supply system 1000 according to Embodiment 1 of the present invention. The power supply system 1000 includes a vehicle 1, an in-vehicle storage battery management server 2, a power system control system 3, a power consumer 4, a solar / wind power generation system 5, and a power system grid 6.

Each system is connected by a power transmission network and an information network. The thick line in FIG. 1 indicates a power transmission network, and the thin line indicates an information network. The power transmission network is a network mainly used for transmitting and receiving power transmission and control commands therefor. The information network is a network in which the in-vehicle storage battery management server 2 mainly transmits and receives information for managing each in-vehicle storage battery. Details will be described later.

The specific implementation method for each network may be arbitrary. For example, a power transmission network generally used by electric power companies can be used as the power transmission network. The power grid 6 itself may be used as a power transmission network. As the information network, for example, the Internet can be used.

The vehicle 1 is equipped with an in-vehicle storage battery. The in-vehicle storage battery can supply power to the power grid 6 or can supply power from the power grid 6 to the in-vehicle storage battery. The number of vehicles 1 may be arbitrary, but it is generally assumed that a large number of vehicles 1 are connected to the power grid 6.

The in-vehicle storage battery management server 2 manages the position of each vehicle 1. The position referred to here is an electrical position on the electric power system that indicates which part of the electric power grid 6 is connected to the vehicle 1. Therefore, it does not necessarily match the geographical position. Further, the in-vehicle storage battery management server 2 instructs the power system control system 3 based on the position of each vehicle 1 which vehicle in-vehicle storage battery of the vehicle 1 and the power system grid 6 should transmit and receive power. Details will be described later.

The power system control system 3 controls the power transmission operation and power reception operation of the power system grid 6. Specifically, a power transmission operation and a power reception operation are instructed to a power generation system such as the solar / wind power generation system 5.

The power consumer 4 receives power from the power grid 6 and consumes it. For example, each household electrical device corresponds to the power consumer 4.

The solar / wind power generation system 5 generates electric power and transmits it to the power grid 6 or receives the electric power transmitted by the in-vehicle storage battery mounted on each vehicle 1. Here, only the solar power / wind power generation system 5 is described as an example of the power generation system, but other power generation systems such as a thermal power generation system and a nuclear power generation system may be connected to the power grid 6.

The power grid 6 is a power network such as a transmission and distribution network owned by a power company. The power grid 6 includes not only wiring for transmitting and receiving power but also a network for transmitting and receiving related control commands.

FIG. 2 is a detailed diagram showing a connection relationship between each component of the power supply system 1000. Hereinafter, each component shown in FIG. 2 will be described.

The vehicle 1 includes a host vehicle information management unit 11, an in-vehicle storage battery control unit 12, and an in-vehicle storage battery 13. The own vehicle information management unit 11 manages the position of the vehicle 1 in the power grid 6. The in-vehicle storage battery control unit 12 controls an operation in which the in-vehicle storage battery 13 transmits power to the power grid 6 or receives power from the power grid 6. The in-vehicle storage battery 13 transmits power to the power grid 6 according to an instruction from the in-vehicle storage battery control unit 12 or receives power from the power grid 6 to store the power.

The in-vehicle storage battery control unit 12 allocates a part of the storage capacity of the in-vehicle storage battery 13 as the power system dedicated capacity 131. The power system dedicated capacity 131 is a storage capacity for preferential use when transmitting power to the power system grid 6 or receiving power from the power system grid 6.

The in-vehicle storage battery control unit 12 does not necessarily need to physically separate the in-vehicle storage battery 13 as the power system dedicated capacity 131, and may treat a part of the storage capacity of the in-vehicle storage battery 13 as the power system dedicated capacity 131 virtually. .

The in-vehicle storage battery management server 2 includes a vehicle information management unit 21. The vehicle information management unit 21 receives position information indicating the position of the vehicle 1 from the own vehicle information management unit 11 of each vehicle 1 and manages it for each vehicle 1. In addition, the vehicle information management unit 21 determines which vehicle-mounted storage battery 13 mounted in any vehicle 1 should transmit / receive power to / from the power grid 6 and notifies the power system control system 3. Details will be described later.

The power system control system 3 includes a power control information management unit 31, a power generation amount monitoring unit 32, a power consumption monitoring unit 33, a power supply control unit 34, and a power storage control unit 35.

The power control information management unit 31 receives an instruction from the vehicle information management unit 21 as to which vehicle-mounted storage battery 13 mounted on which vehicle 1 should transmit and receive power to and from the power grid 6, and supplies power according to the instruction. The control unit 34 or the power storage control unit 35 is controlled.

The power generation amount monitoring unit 32 monitors the power generation amount in the power grid 6 and notifies the power control information management unit 31. The power consumption monitoring unit 33 monitors the power consumption in the power grid 6 and notifies the power control information management unit 31. Details of these will be described later.

The power supply control unit 34 instructs the in-vehicle storage battery control unit 12 included in the vehicle 1 to transmit power to the power grid 6. The power storage control unit 35 instructs the in-vehicle storage battery control unit 12 included in the vehicle 1 to receive power from the power grid 6 and store it. These instructions are transmitted / received via the power transmission network.

The own vehicle information management unit 11, the in-vehicle storage battery control unit 12, the vehicle information management unit 21, the power control information management unit 31, the power generation amount monitoring unit 32, the power consumption monitoring unit 33, the power supply control unit 34, and the power storage control unit 35 It can also be configured using hardware such as a circuit device that realizes these functions, or can be configured using an arithmetic device such as a microcomputer or CPU (Central Processing Unit) and software that defines its operation. . These can be combined as appropriate. In addition, necessary components such as measuring instruments and communication interfaces are provided as appropriate.

FIG. 3 is a diagram showing a detailed configuration of the in-vehicle storage battery 13. The in-vehicle storage battery control unit 12 converts the power system dedicated capacity 131 into a power receiving capacity 1311 for receiving power from the power system grid 6 and storing it, and a power transmission capacity 1312 for transmitting power to the power system grid 6. , Virtually partition. The in-vehicle storage battery 13 does not necessarily need to be physically separated as the power system dedicated capacity 131, and a part of the power storage capacity of the power system dedicated capacity 131 may be virtually handled as the power receiving capacity 1311 and the power transmission capacity 1312. .

Since the in-vehicle storage battery control unit 12 virtually divides the storage capacity of the in-vehicle storage battery 13, the actual capacity classification of the in-vehicle storage battery 13 may not necessarily match. For example, when the in-vehicle storage battery 13 is configured by a plurality of sub storage batteries, it is not always necessary to make the sub storage battery and each section actually correspond to 1: 1.

The in-vehicle storage battery control unit 12 can, for example, consolidate the capacities of the sub storage batteries, virtually consolidate them as a single in-vehicle storage battery 13, and handle a part of them as the power system dedicated capacity 131. Similarly, a part of the power system dedicated capacity 131 can be handled as the power receiving capacity 1311 and the rest as the power transmitting capacity 1312.

By virtually handling the storage capacity in this way, it is not always necessary to fixedly allocate the power system dedicated capacity 131 to a specific sub storage battery, and the power system dedicated capacity 131 can be handled more flexibly. The same idea can be seen in storage capacity virtualization of storage devices. In the present invention, it can be said that the same idea as storage capacity virtualization is applied as capacity virtualization of a storage battery.

As a specific technique for the in-vehicle storage battery control unit 12 to handle a part of the in-vehicle storage battery 13 as the power system dedicated capacity 131 and further classify into the power receiving capacity 1311 and the power transmitting capacity 1312, for example, the following technique examples Can be considered.

(Method of allocating power system dedicated capacity 131)
The in-vehicle storage battery control unit 12 allocates the power charged by the in-vehicle storage battery 13 equally between the power system dedicated capacity 131 and other capacity. For example, it is assumed that the total capacity of the in-vehicle storage battery 13 is 100, and 20 of them is handled as the power system dedicated capacity 131. When the in-vehicle storage battery 13 is normally charged and the stored power reaches 40% of the total capacity, the power system dedicated capacity 131 is also handled as 40% stored. In this case, the power stored in the power system dedicated capacity 131 is 20 × 40% = 8.

(Method for distinguishing between power receiving capacity 1311 and power transmitting capacity 1312)
The in-vehicle storage battery control unit 12 handles, for example, half of the power system dedicated capacity 131 as the power receiving capacity 1311 and the other half as the power transmitting capacity 1312. In the case of the above example, the capacity is 10 for both the power receiving capacity 1311 and the power transmitting capacity 1312.

In the above, each component of the power supply system 1000 has been described. Next, the operation of the power supply system 1000 will be described.

FIG. 4 is a diagram for explaining the operation of the power supply system 1000 in a time zone in which the power consumption reaches a peak. Hereinafter, each step of FIG. 4 will be described.

(FIG. 4: Step S410)
The vehicle information management unit 11 of the vehicle 1 determines whether or not the vehicle can cooperate with the power grid 6. Specifically, the in-vehicle storage battery control unit 12 may be inquired as to whether or not the power system dedicated capacity 131 is provided in the in-vehicle storage battery 13. The own vehicle information management part 11 transmits the positional information which shows the position of the own vehicle to the vehicle-mounted storage battery management server 2, when the own vehicle can cooperate with the electric power grid 6.

(FIG. 4: Step S420)
The vehicle information management unit 21 of the in-vehicle storage battery management server 2 receives the position information of the vehicle from the own vehicle information management unit 11 of the vehicle 1 and records it in an appropriate storage device such as an HDD (Hard Disk Drive). The vehicle information management unit 21 similarly collects and records the position information of each vehicle.

(FIG. 4: Step S430)
The power consumption monitoring unit 33 of the power system control system 3 monitors the power consumption in the power system grid 6. Based on the monitoring result, the power consumption monitoring unit 33 determines whether or not the power consumption peak cut is necessary, and the power amount to be cut, and notifies the power control information management unit 31 of the determination.

(FIG. 4: Step S430: Supplement)
The term “power consumption peak cut” as used herein refers to supplementing a shortage of power in accordance with a time zone in which the power consumption in the power grid 6 reaches a peak. Specifically, it means that the electric power stored in the in-vehicle storage battery 13 of each vehicle 1 is transmitted to the power grid 6.

(FIG. 4: Step S440)
The power control information management unit 31 transmits the information received from the power consumption monitoring unit 33 to the in-vehicle storage battery management server 2.

(FIG. 4: Step S450)
The vehicle information management unit 21 of the in-vehicle storage battery management server 2 determines which vehicle 1 should correspond to the power consumption peak cut, and instructs the power system control system 3 to do so. Since this instruction relates to power control, the vehicle storage battery management server 2 does not directly instruct each vehicle 1 but directs it via the power system control system 3 via the power transmission network. For example, the following criteria can be used as a criterion for determining which vehicle 1 should respond.

(FIG. 4: Step S450: Criteria Example 1)
The vehicle 1 corresponding to the power consumption peak cut needs to be connected to the power grid 6. Whether or not the vehicle 1 is connected to the power grid 6 can be determined based on the position information of each vehicle collected in step S410.

(FIG. 4: Step S450: Criteria Example 2)
The vehicle 1 corresponding to the power consumption peak cut needs to be provided with a power system dedicated capacity 131 in the in-vehicle storage battery 13. In step S410, if only the vehicle 1 capable of cooperating with the power grid 6 transmits position information to the in-vehicle storage battery management server 2, this condition is automatically satisfied.

(FIG. 4: Step S450: Criteria Example 3)
It is desirable that the vehicle 1 corresponding to the power consumption peak cut is located near the power consumer 4 in which power distribution is insufficient. The position here is an electrical position under the power grid 6 and does not necessarily match the geographical position. The position of each vehicle 1 can be grasped based on the position information of each vehicle collected in step S410.

(FIG. 4: Step S450: Supplement)
Since the amount of electric power that is insufficient is not necessarily supplemented by only one vehicle 1, there may be a plurality of target vehicles in this step.

(FIG. 4: Step S460)
The power control information management unit 31 of the power system control system 3 receives the instruction in step S450 from the vehicle information management unit 21 of the in-vehicle storage battery management server 2. The power control information management unit 31 further notifies the power supply control unit 34 of the instruction.

(FIG. 4: Step S470)
Based on the instruction received from the power control information management unit 31 in step S460, the power supply control unit 34 instructs the corresponding vehicle 1 to transmit the stored power to the power grid 6.

(FIG. 4: Step S480)
The in-vehicle storage battery control unit 12 of the vehicle 1 receives the instruction transmitted by the power supply control unit 34 in step S470 via an appropriate interface or the like. The in-vehicle storage battery control unit 12 transmits the power stored in the power system dedicated capacity 131 of the in-vehicle storage battery 13 to the power system grid 6 in accordance with the instruction.

FIG. 5 is a diagram for explaining the operation of the power supply system 1000 when the in-vehicle storage battery 13 receives power from the power grid 6 and stores it in the power system dedicated capacity 131. Hereinafter, each step of FIG. 5 will be described.

(FIG. 5: Steps S510 to S520)
These steps are the same as steps S410 to S420 in FIG.

(FIG. 5: Step S530)
The power generation amount monitoring unit 32 of the power system control system 3 monitors the power generation amount in the power system grid 6. Based on the monitoring result, the power generation amount monitoring unit 32 determines whether or not power storage is necessary and the total power amount to be stored, and notifies the power control information management unit 31 of the determination.

(FIG. 5: Step S530: Supplement)
The state where power storage is required refers to a state where the amount of power generation is excessive with respect to the power demand at that point in the power grid 6. In the power grid 6, it is necessary to balance the power generation amount and the power consumption. Therefore, if surplus power is generated, the power generation amount is suppressed to balance the power generation amount and the power consumption, or the surplus power is temporarily stored. It is necessary to discharge the surplus from the power grid 6 by storing the power in the power grid. Here, the in-vehicle storage battery 13 provided in each vehicle 1 plays a role as a power storage facility.

(FIG. 5: Step S540)
The power control information management unit 31 transmits the information received from the power generation amount monitoring unit 32 to the in-vehicle storage battery management server 2.

(FIG. 5: Step S550)
The vehicle information management unit 21 of the in-vehicle storage battery management server 2 determines which vehicle 1 should store power and instructs the power system control system 3 to that effect. Since this instruction relates to power control, it is not directly instructed to each vehicle 1 from the in-vehicle storage battery management server 2 but via the power transmission network via the power system control system 3 as in step S450 of FIG. Instruct.

(FIG. 5: Step S550: Supplement)
Since the surplus power generation amount cannot always be stored by only one vehicle 1, there may be a plurality of target vehicles in this step.

(FIG. 5: Step S560)
The power control information management unit 31 of the power system control system 3 receives the instruction in step S550 from the vehicle information management unit 21 of the in-vehicle storage battery management server 2. The power control information management unit 31 further notifies the power storage control unit 35 of the instruction.

(FIG. 5: Step S570)
Based on the instruction received from the power control information management unit 31 in step S560, the power storage control unit 35 instructs the corresponding vehicle 1 to receive power from the power grid 6 and store it.

(FIG. 5: Step S580)
The in-vehicle storage battery control unit 12 of the vehicle 1 receives the instruction transmitted by the power storage control unit 35 in step S570 via an appropriate interface or the like. The in-vehicle storage battery control unit 12 receives power from the power system grid 6 according to the instruction and stores the power in the power system dedicated capacity 131 of the in-vehicle storage battery 13.

<Embodiment 1: Summary>
As described above, in the power supply system 1000 according to the first embodiment, the in-vehicle storage battery control unit 13 is a dedicated capacity that transmits and receives a part of the storage capacity of the in-vehicle storage battery 13 to and from the power grid 6. Allocate as a power system dedicated capacity 131. Thereby, the electric energy which each vehicle-mounted storage battery 13 transmits to the electric power grid 6 or the electric energy which the electric power grid 6 transmits to each vehicle-mounted storage battery 13 can be limited within the range of the electric power system dedicated capacity 131. Therefore, since the dispersion | variation for every vehicle-mounted storage battery 13 can be restrained in the range of the electric power system exclusive capacity | capacitance 131, it becomes unnecessary to implement separate control response for every vehicle-mounted storage battery 13, and control can be simplified. it can. If the capacity | capacitance of the electric power system exclusive capacity | capacitance 131 of each vehicle 1 is the same, it is more preferable from a viewpoint which simplifies control.

Further, in the power supply system 1000 according to the first embodiment, the in-vehicle storage battery control unit 13 handles the power system dedicated capacity 131 as a virtual storage capacity. Thereby, no matter what physical configuration the in-vehicle storage battery 13 has, the power system dedicated capacity 131 itself can always be handled in the same way.

For example, it is assumed that the in-vehicle storage battery 13 is configured by two sub storage batteries, and one of them is allocated as the power system dedicated capacity 131. In this case, if the power charged in the sub storage battery allocated as the power system dedicated capacity 131 is depleted first, even if power remains in the other storage battery, no more power is transmitted to the power system grid 6. Can not do. In this regard, when the power system dedicated capacity 131 is virtually assigned as in the first embodiment, it is sufficient if the power system dedicated capacity 131 can be provided as a total of each storage battery. The power transmission / reception with the power grid 6 can be processed flexibly without being restricted by the division.

In the power supply system 1000 according to the first embodiment, the in-vehicle storage battery control unit 13 prioritizes the power system dedicated capacity 131 over other capacity when the in-vehicle storage battery 13 transmits and receives power to and from the power system grid 6. Can be handled. For example, when the in-vehicle storage battery 13 is normally charged, the power system dedicated capacity 131 and the remaining capacity are charged equally, and when the surplus power is received from the power grid 6 and stored, the power system dedicated capacity 131 is given priority. Can be charged. Similarly, when power is transmitted from the in-vehicle storage battery 13 to the power grid 6, the power stored in the power system dedicated capacity 131 can be preferentially taken out. By preferentially handling the power system dedicated capacity 131 in this way, the power system dedicated capacity 131 is used up first, so that it becomes easy to distinguish between the power system dedicated capacity 131 and the remaining capacity, and control is performed. It can be simplified.

In addition, in this Embodiment 1, although the vehicle-mounted storage battery management server 2 and the electric power system control system 3 were demonstrated as a separate component, these can also be integrated. The same applies to the following embodiments.

In the first embodiment, the host vehicle information management unit 11 and the in-vehicle storage battery management server 2 specify the respective vehicles 1 and manage the position information, but the intent is to specify the in-vehicle storage battery 13. Is to manage. Therefore, the position may be managed by specifying the individual in-vehicle storage battery 13 more directly. The same applies to the following embodiments.

Moreover, in this Embodiment 1, although the vehicle-mounted storage battery management part 12 was provided for every vehicle 1, it replaced with this and the vehicle-mounted storage battery management server 2 or the electric power system control system 3 replaced the vehicle-mounted storage battery management part 12 with this. It is also possible to remotely control the operation of the in-vehicle storage battery 13 of each vehicle 1. The same applies to the following embodiments.

<Embodiment 2>
In the second embodiment of the present invention, an operation example in which the power reception capacity 1311 and the power transmission capacity 1312 of the power system dedicated capacity 131 are replaced as necessary will be described. The configuration of the power supply system 1000 is the same as that of the first embodiment.

FIG. 6 is a diagram illustrating a state in which power consumption peak cut and surplus power storage are performed using the power supply system 1000 according to the first embodiment. As a rule of thumb, it is known that the power consumption reaches a peak during the day almost in the time zone after noon.

The power system control system 3 controls each power generation system so that the power generation amount reaches a peak during this time period, but it is difficult to perfectly match the peak of the power generation amount and the peak of power consumption. Thus, the power supply system 1000 according to the first embodiment is used to absorb the mismatched portion.

In the graph shown in “Day 1” in FIG. 6, the power generation amount reaches the peak before the power consumption peak. Since the power generation amount and the power consumption amount must coincide in the power grid 6, surplus power is generated at this time. Therefore, the power supply system 1000 performs the operation described with reference to FIG. 5 of the first embodiment, and stores surplus power in the storage capacitor 1311.

The power consumption reaches a peak at a time slightly after noon on the first day. At this time, since the peak of the power generation amount has passed, the power generation amount is insufficient. Therefore, the power supply system 1000 performs the operation described in FIG. 4 of the first embodiment, and transmits power from the power transmission capacity 1312 to the power grid 6 to compensate for the insufficient power.

With the above operation, the power is stored in the power storage capacitor 1311 and the power stored in the power transmission capacitor 1312 disappears. Therefore, the power storage amount of the power receiving capacitor 1311 and the power storage amount of the power transmission capacitor 1312 are opposite to each other. Become. Therefore, the in-vehicle storage battery control unit 13 replaces the power receiving capacity 1311 and the power transmitting capacity 1312 on the second day. Similarly, the in-vehicle storage battery control unit 13 switches the roles of the power receiving capacity 1311 and the power transmitting capacity 1312 each time the power receiving capacity 1311 and the power transmitting capacity 1312 are used up. Since the power receiving capacity 1311 and the power transmitting capacity 1312 are virtually allocated, such a role change can be easily performed.

In this regard, if the power receiving capacity 1311 and the power transmission capacity 1312 are fixedly assigned to a specific sub-storage battery, the above-described arbitrary replacement cannot be performed, so that power is stored and transmitted in addition to normal charging and discharging. There is no means and it becomes difficult to operate flexibly. According to the method described in the first and second embodiments, the power receiving capacity 1311 and the power transmitting capacity 1312 are interchanged as necessary, so that the power supply can be flexibly dealt with without being restricted by a specific storage battery. be able to.

<Embodiment 2: Summary>
As described above, according to the power supply system 1000 according to the second embodiment, the in-vehicle storage battery control unit 13 interchanges the power receiving capacity 1311 and the power transmitting capacity 1312 as necessary. Specifically, when the power receiving capacity 1311 is used up, the role of the power receiving capacity 1311 is switched to the power transmitting capacity 1312 thereafter. Similarly, when the power transmission capacity 1312 is used up, the role of the power transmission capacity 1312 is switched to the power reception capacity 1311 thereafter. Thereby, the restriction | limiting by the physical electrical storage capacity of the vehicle-mounted storage battery 13 can be eased, and it can respond flexibly to the excess and deficiency of electric power.

In the second embodiment, the power receiving capacity 1311 and the power transmitting capacity 1312 can be switched every predetermined period. For example, in the example shown in FIG. 6, the power receiving capacity 1311 and the power transmitting capacity 1312 may be switched every 24 hours. The effect similar to the above example can be exhibited by appropriately setting the period for replacement.

<Embodiment 3>
In the first and second embodiments, the power system dedicated capacity 131, the power receiving capacity 1311, and the power transmitting capacity 1312 may be rewritten from the outside of the vehicle 1. For example, the in-vehicle storage battery management server 2 designates the capacity of the power system dedicated capacity 131 and the capacity of the power receiving capacity 1311 and the capacity for power transmission 1312 or the ratio of each capacity to the total capacity, etc. The in-vehicle storage battery control unit 12 may reflect the designation thereafter. In the present invention, since the power system dedicated capacity 131, the power receiving capacity 1311, and the power transmitting capacity 1312 are virtually allocated, it is possible to easily cope with such a dynamic capacity change.

In order to simplify the control, it is desirable that the values of the power system dedicated capacity 131, the power receiving capacity 1311, and the power transmitting capacity 1312 of each vehicle 1 are the same at least at a certain point in time. If these values are the same for each vehicle 1, it is only necessary to determine the number of vehicles 1 that should respond to the excess or deficiency of the electric energy, so the in-vehicle storage battery management server 2 needs to determine the difference for each vehicle 1. The control calculation can be simplified.

Further, instead of making the values of the power system dedicated capacity 131, the power receiving capacity 1311, and the power transmitting capacity 1312 of each vehicle 1 the same, the ratio of each capacity to the total capacity is determined for each vehicle 1. It may be the same. Similarly in this case, the control calculation of the in-vehicle storage battery management server 2 can be simplified.

<Embodiment 4>
In the fourth embodiment of the present invention, an operation example when there are two or more power grids 6 will be described. Other components are the same as those in the first to third embodiments. The in-vehicle storage battery management server 2 and the power system control system 3 are common to each grid.

FIG. 7 is a diagram illustrating an operation example when there are two power grids. In the upper diagram of FIG. 7, there are six vehicles 1 under the grid 1, and there are three vehicles 1 under the grid 2.

The power consumption and power generation amount of each grid may be different. Therefore, it is desirable for management to identify each power grid individually. Each vehicle 1 does not always exist under the same power grid, and may move to another power grid. From this viewpoint, it is desirable to manage the cooperative relationship between each vehicle 1 and each power grid.

Therefore, in the fourth embodiment, each time each vehicle 1 transmits power to the power grid or each vehicle 1 receives power from the power grid, its operation log is recorded, and the in-vehicle storage battery management server 2 Centrally manage action logs.

FIG. 8 is a diagram illustrating a configuration and data example of the cooperation log 14 held by each vehicle 1. The in-vehicle storage battery control unit 12 records the operation content in the linkage log 14 each time the in-vehicle storage battery 13 transmits power to the power grid or the in-vehicle storage battery 13 receives power from the power grid. An appropriate non-volatile storage device such as a flash memory or an HDD may be used as the storage location of the cooperation log 14.

The cooperation log 14 includes a vehicle ID column 141, a power system cooperation date / time column 142, a power storage / power transmission column 143, a power system grid ID column 144, and a vehicle position column 145.

The vehicle ID column 141 holds an identifier of each vehicle 1.

The power system cooperation date / time column 142 holds the date / time when the in-vehicle storage battery 13 transmits power to the power system grid or the in-vehicle storage battery 13 receives power from the power system grid.

The value of the power storage / power transmission column 143 indicates whether the vehicle 1 has transmitted power to the power system grid at the date and time indicated by the power system linkage date / time column 142 or whether each vehicle 1 has received power from the power system grid.

The power grid ID column 144 holds an identifier for identifying a plurality of individual power grids.

The vehicle position column 145 holds the position of the vehicle 1 at the date and time indicated by the power system linkage date and time column 142. The value of the vehicle position column 145 does not necessarily have to be a geographical position, but if it is convenient for management, an easily processable data format such as latitude and longitude may be adopted.

FIG. 9 is a diagram for explaining the operation of the power supply system 1000 in a time zone in which the power consumption reaches a peak. Since steps S410 to S480 are the same as those in FIG. 4, only the added steps will be described below.

(FIG. 9: Step S491)
The in-vehicle storage battery control unit 12 of the vehicle 1 records the operation of step S480 in the linkage log 14 and transmits it to the in-vehicle storage battery management server 2.

(FIG. 9: Step S492)
The vehicle information management unit 21 of the in-vehicle storage battery management server 2 receives the cooperation log 14 from the in-vehicle storage battery control unit 12 and stores it in an appropriate storage device such as an HDD.

<Embodiment 4: Summary>
As described above, in the fourth embodiment, the example in which the in-vehicle storage battery 13 transmits power to the power grid or the in-vehicle storage battery 13 receives power from the power grid is recorded as the cooperation log 14. According to the fourth embodiment, it is possible to manage the cooperation history of each vehicle 1 and each power grid in an environment where a plurality of power grids exist.

<Embodiment 5>
In the fourth embodiment, the in-vehicle storage battery management server 2 determines which vehicle 1 transmits power to the power grid based on the description of the linkage log 14 collected from each vehicle 1 and which vehicle 1 is from the power grid. Whether to receive power can be equally assigned to each vehicle 1. Specific examples will be described below.

(Embodiment 5: When using power system cooperation date / time column 142)
The vehicle information management unit 21 of the in-vehicle storage battery management server 2 equally assigns the vehicles 1 to be linked with the power grid to each vehicle 1 based on the value of the power grid linkage date / time column 142. For example, the vehicle 1 transmitted to the power grid is not selected as a vehicle to be transmitted until a predetermined period has elapsed. The same applies to power reception. Or the method of making the frequency | count of every month which cooperates with an electric power grid | grid become equal about each vehicle 1 is also considered.

(Embodiment 5: Case of using power storage / power transmission train 143)
The vehicle information management unit 21 of the in-vehicle storage battery management server 2 equally assigns the vehicles 1 to be linked with the power grid to each vehicle 1 based on the value of the power storage / power transmission column 143. For example, for the vehicle 1 whose last operation linked to the power grid is “power transmission”, “storage” is preferentially assigned for the next operation. Similarly, for the vehicle 1 whose last operation associated with the power grid is “power storage”, “power transmission” is preferentially assigned for the next operation.

<Embodiment 5: Summary>
As described above, in the power supply system 1000 according to the fifth embodiment, the vehicle information management unit 21 receives power from the power system and the date and time when power is transmitted to the power system based on the power system cooperation date and time column 142 of the cooperation log 14. The date and time to be assigned are assigned to be equal for each vehicle 1 or each vehicle-mounted storage battery 13. Thereby, the power transmission / reception burden for every vehicle 1 can be equalized.

Further, in the power supply system 1000 according to the fifth embodiment, the vehicle information management unit 21 performs an operation in which each vehicle 1 cooperates with the last power grid on the basis of the power storage / power transmission column 143 of the cooperation log 14. Know which one is. The vehicle information management unit 21 preferentially assigns a power reception operation to the vehicle 1 that has transmitted power last, and preferentially assigns a power transmission operation to the vehicle 1 that has received power last. Thereby, the power transmission / reception burden for every vehicle 1 can be equalized.

1: vehicle, 11: own vehicle information management unit, 12: vehicle storage battery control unit, 13: vehicle storage battery, 131: dedicated capacity for power system, 1311: capacity for receiving power, 1312: capacity for power transmission, 141: vehicle ID column, 142 : Power system linkage date / time column, 143: Power storage / power transmission column, 144: Power system grid ID column, 145: Vehicle position column, 2: In-vehicle storage battery management server, 21: Vehicle information management unit, 3: Power system control system, 31 : Power control information management unit, 32: power generation amount monitoring unit, 33: power consumption monitoring unit, 34: power supply control unit, 35: power storage control unit, 4: power consumer, 5: solar power / wind power generation system, 6: Power grid, 1000: Power supply system.

Claims

An electric power supply system that supplies electric power from an in-vehicle storage battery to an electric power system, or supplies electric power from the electric power system to the in-vehicle storage battery,
An in-vehicle storage battery control unit that controls a process in which the in-vehicle storage battery transmits power to the power system, and a process in which the in-vehicle storage battery receives power from the power system and stores the power;
An in-vehicle storage battery management device that identifies the in-vehicle storage battery, manages which in-vehicle storage battery should transmit power to the power system, and which in-vehicle storage battery should receive and store surplus power from the power system When,
A power system control system for controlling power transmission operation and power reception operation of the power system;
Have
The in-vehicle storage battery controller is
A predetermined capacity of the storage capacity of the in-vehicle storage battery is virtually allocated as a dedicated capacity for power transmission or reception with the power system,
When the in-vehicle storage battery transmits power to the power system, power is preferentially extracted from the dedicated capacity, and when the in-vehicle storage battery receives surplus power from the power system, power is preferentially stored in the dedicated capacity. A power supply system characterized by that.
The in-vehicle storage battery controller is
The dedicated capacity is virtually divided into a power transmission capacity used when the in-vehicle storage battery transmits power to the power system and a power receiving capacity used when the in-vehicle storage battery receives power from the power system,
When the power stored in the power transmission capacity is used up, the power transmission capacity is switched to the power reception capacity and used.
The power supply system according to claim 1, wherein when the capacity that can be stored by the power receiving capacity is used up, the power receiving capacity is switched to the power transmission capacity.
The in-vehicle storage battery controller is
The dedicated capacity is virtually divided into a power transmission capacity used when the in-vehicle storage battery transmits power to the power system and a power receiving capacity used when the in-vehicle storage battery receives power from the power system,
The power supply system according to claim 1, wherein the power receiving capacity and the power transmitting capacity are switched every predetermined period.
The in-vehicle storage battery management device is
Instructing the in-vehicle storage battery control unit so that the dedicated capacities of the plurality of in-vehicle storage batteries are the same at a certain point in time,
The in-vehicle storage battery controller is
The power supply system according to claim 1, wherein the instruction is received from the in-vehicle storage battery management device, and the dedicated capacity of the in-vehicle storage battery is changed according to the instruction.
The in-vehicle storage battery controller is
The dedicated capacity is set to a predetermined ratio or less of the total storage capacity of the in-vehicle storage battery,
The power supply system according to claim 1, wherein the predetermined ratio is the same for each of the plurality of in-vehicle storage batteries.
The in-vehicle storage battery management device is
The power supply system according to claim 1, wherein an operation of transmitting power to the power system and an operation of receiving power from the power system are equally allocated to each of the plurality of in-vehicle storage batteries.
The in-vehicle storage battery controller is
A log of the date and time when the in-vehicle storage battery has performed an operation of transmitting power to the power system, and a log of date and time of the operation of the in-vehicle storage battery performing an operation of receiving power from the power system are transmitted to the in-vehicle storage battery management device
The in-vehicle storage battery management device is
Based on the log, the date and time when the in-vehicle storage battery transmits power to the power system, and the date and time when the in-vehicle storage battery receives power from the power system,
Assigning an operation of transmitting power to the power system and an operation of receiving power from the power system so that the date and time of transmitting power to the power system and the date and time of receiving power from the power system are equal for each in-vehicle storage battery. The power supply system according to claim 6.
The in-vehicle storage battery controller is
Transmitting to the in-vehicle storage battery management device a log indicating which of the operation that the in-vehicle storage battery transmits to the power system and the operation that the in-vehicle storage battery receives power from the power system;
The in-vehicle storage battery management device is
Based on the log, the last operation performed by the in-vehicle storage battery with the power system is either an operation of transmitting power to the power system or an operation of receiving power from the power system. ,
When the last operation performed by the in-vehicle storage battery with respect to the power system is an operation to transmit power to the power system, the operation to receive power from the power system is given priority as the next operation of the in-vehicle storage battery. allocation,
When the last operation performed by the in-vehicle storage battery with respect to the power system is an operation for receiving power from the power system, the operation for transmitting power to the power system as a next operation of the in-vehicle storage battery is given priority. The power supply system according to claim 6, wherein the power supply system is assigned.