WO2013122073A1 - Dispositif de charge et d'alimentation électriques, dispositif de gestion de charge et d'alimentation électriques, système de gestion d'énergie et procédé de gestion de charge et d'alimentation électriques - Google Patents

Dispositif de charge et d'alimentation électriques, dispositif de gestion de charge et d'alimentation électriques, système de gestion d'énergie et procédé de gestion de charge et d'alimentation électriques Download PDF

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Publication number
WO2013122073A1
WO2013122073A1 PCT/JP2013/053322 JP2013053322W WO2013122073A1 WO 2013122073 A1 WO2013122073 A1 WO 2013122073A1 JP 2013053322 W JP2013053322 W JP 2013053322W WO 2013122073 A1 WO2013122073 A1 WO 2013122073A1
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Prior art keywords
power
charging
charge
industrial vehicle
vehicle
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PCT/JP2013/053322
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English (en)
Japanese (ja)
Inventor
小川　清光
岡崎　純臣
Original Assignee
ニチユ三菱フォークリフト株式会社
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Priority claimed from JP2012033247A external-priority patent/JP5490834B2/ja
Priority claimed from JP2013003944A external-priority patent/JP5396549B1/ja
Application filed by ニチユ三菱フォークリフト株式会社 filed Critical ニチユ三菱フォークリフト株式会社
Publication of WO2013122073A1 publication Critical patent/WO2013122073A1/fr

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    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/425—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/64—Optimising energy costs, e.g. responding to electricity rates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/65—Monitoring or controlling charging stations involving identification of vehicles or their battery types
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/66—Data transfer between charging stations and vehicles
    • B60L53/665—Methods related to measuring, billing or payment
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/68—Off-site monitoring or control, e.g. remote control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L55/00—Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/44—Methods for charging or discharging
    • H01M10/441—Methods for charging or discharging for several batteries or cells simultaneously or sequentially
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/28—Arrangements for balancing of the load in a network by storage of energy
    • H02J3/32—Arrangements for balancing of the load in a network by storage of energy using batteries with converting means
    • H02J3/322—Arrangements for balancing of the load in a network by storage of energy using batteries with converting means the battery being on-board an electric or hybrid vehicle, e.g. vehicle to grid arrangements [V2G], power aggregation, use of the battery for network load balancing, coordinated or cooperative battery charging
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0068—Battery or charger load switching, e.g. concurrent charging and load supply
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/70—Interactions with external data bases, e.g. traffic centres
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/14—Driver interactions by input of vehicle departure time
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/50—The network for supplying or distributing electric power characterised by its spatial reach or by the load for selectively controlling the operation of the loads
    • H02J2310/54—The network for supplying or distributing electric power characterised by its spatial reach or by the load for selectively controlling the operation of the loads according to a pre-established time schedule
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • Y02T90/167—Systems integrating technologies related to power network operation and communication or information technologies for supporting the interoperability of electric or hybrid vehicles, i.e. smartgrids as interface for battery charging of electric vehicles [EV] or hybrid vehicles [HEV]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S10/00—Systems supporting electrical power generation, transmission or distribution
    • Y04S10/12—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation
    • Y04S10/126—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation the energy generation units being or involving electric vehicles [EV] or hybrid vehicles [HEV], i.e. power aggregation of EV or HEV, vehicle to grid arrangements [V2G]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S30/00—Systems supporting specific end-user applications in the sector of transportation
    • Y04S30/10—Systems supporting the interoperability of electric or hybrid vehicles
    • Y04S30/14—Details associated with the interoperability, e.g. vehicle recognition, authentication, identification or billing

Definitions

  • the present invention relates to a charging / charging device and charging / charging management device that manages charging / discharging of a plurality of industrial vehicles mounted with secondary batteries, an energy management system, and a charging / charging management method.
  • an industrial vehicle equipped with a secondary battery is charged from a commercial outlet by a charger installed in a charging stand or an on-board charger, and power is supplied to the charger from a commercial power source.
  • the commercial power source since the power demand peak generally exists in the daytime, the power rate is set higher in the daytime than in the nighttime. Therefore, the following methods have been proposed in order to level power demand and reduce the power cost consumed for charging.
  • Patent Document 1 describes a method of leveling the power load in a business office.
  • each secondary battery of a plurality of vehicles is charged using power at non-peak power demand at the business site or late-night power, and the power stored in the secondary battery is released at the time of peak power demand.
  • a bidirectional power converter is provided between a commercial power supply and a secondary battery, and the secondary battery mounted on a car is charged using the commercial power supply during the nighttime power period.
  • the charging power of the secondary battery is surplus, a method of using the surplus power as a load is described.
  • Patent Document 3 proposes a power supply method capable of exchanging power between electric vehicles.
  • the vehicle secondary battery of the electric vehicle is discharged to extract power, and the obtained power is supplied to the vehicle secondary battery of another electric vehicle.
  • JP, 2007-282383 A JP, 2011-200012, A JP 2007-252118 A
  • the operation start time, the operation time of the industrial vehicle, and the operation mode such as the operation time zone are different, these charging and feeding are integrally controlled. It is required to For example, as in the case of TALE operated in the market, the opening time is different between the wholesale area and the mid-career area, and hence the operation start time, the operation time, the operating time zone and the like of the TALE are also different.
  • the driver or the person in charge of charging work charges a large number of tares collected at the charging station according to the operation start time, the operation time, the operation time zone, and the like.
  • Patent Document 1 mainly performs inter-vehicle charging and feeding in response to a power sale request and a charge request, and is not intended to equalize the power demand.
  • the present invention has been made in view of the above-mentioned circumstances, and a charging / feeding management technology capable of effectively utilizing the power stored in the secondary battery of the industrial vehicle without affecting the operation of the industrial vehicle Intended to provide.
  • the charging and feeding management device for an industrial vehicle is a charging and feeding management device for an industrial vehicle that manages charging and feeding of a plurality of industrial vehicles mounted with secondary batteries, and among the plurality of industrial vehicles, charging and discharging management device
  • a schedule creation unit that creates a charging / feeding schedule of the industrial vehicle based on vehicle information; and a charge / discharge control unit that controls charging or discharging of the secondary battery mounted on the industrial vehicle according to the charging / charging schedule
  • the schedule creating unit is configured to obtain the current time, and the industrial vehicle based on the current time, the scheduled operation time, and the current battery state.
  • the industrial vehicle information of the industrial vehicle connected to the charger / discharger is acquired by the information acquiring unit, and the industrial vehicle is processed by the schedule creating unit based on the acquired industrial vehicle information. And either charging or discharging or standby is selected and the charge / discharge start time is determined.
  • the industrial vehicle capable of supplying power is determined from the charging time (required charging time and charging start time) and the battery state (for example, the remaining amount of charging), and power can be supplied from the powered industrial vehicle and can not be supplied.
  • the required charging time can be estimated from the current remaining charge amount, and from the required charging time and the scheduled operation time of the industrial vehicle, a surplus time excluding the time spent for charging can be obtained. Therefore, it is possible to judge that the industrial vehicle can be used to feed power within the surplus time if the remaining charge amount is sufficient for feeding and the surplus time. Further, by determining the charge / discharge start time of the industrial vehicle based on such industrial vehicle information, charge / discharge can be performed without affecting the operation of the industrial vehicle.
  • the industrial vehicle information includes the identification information of the industrial vehicle
  • charging / discharging of a plurality of industrial vehicles can be comprehensively managed.
  • the current battery state includes, for example, the cost of stored electricity, the state of health of the battery, and the like, in addition to the charge remaining amount.
  • the information acquisition unit may acquire a power generation state or the like if a regenerative energy type power generation device exists as one of the power demand or the power supply to the industrial vehicle.
  • the schedule creation unit can create a schedule based on these pieces of information.
  • the schedule creating unit may receive the quick charge request from the industrial vehicle by the information acquisition unit, or may select the quick charge by the charge / discharge determination unit.
  • a rapid charge setting means for supplying power to the industrial vehicle that has output the rapid charge request from the industrial vehicle whose discharge can be selected by the charge / discharge determination means You may
  • a plurality of power supplies for supplying power to the industrial vehicle are connected to the charger / discharger, and the schedule creation unit is configured to receive information on the industrial vehicle and the power of each power supply.
  • the power supply system may further include a power supply selection unit that selects a power supply that supplies power to the industrial vehicle from the plurality of power supplies, and a power feeding time zone from the power supply based on a charge.
  • a power supply that supplies power to the industrial vehicle based on the industrial vehicle information and the power rate of each power supply, and the power supply from the power supply By selecting the power supply time zone, the power rate can be reduced at a low price, and the smoothing of the power demand can be measured.
  • the commercial power source as the power source is the commercial power source.
  • An energy generator may be selected.
  • the power supply selection unit may use the power supply as the power supply for the industrial vehicle having the charge start time in a time zone in which the power charge of the commercial power supply which is one of the power supplies is inexpensive.
  • the industrial vehicle which selects a commercial power source and also selects an inexpensive time zone of the power charge as the power feeding time zone and has the charge start time outside the inexpensive time slot of the power charge,
  • the other industrial vehicles may be selected as
  • power rates can be reduced by selecting an inexpensive time zone of the power rates and supplying power from a commercial power source.
  • an inexpensive time zone of the power rates for industrial vehicles that have a charge start time outside of a time zone where electricity charges are cheap, by selecting another industrial vehicle as a power supply, it is possible to suppress electricity charges inexpensively without using expensive electricity. Can.
  • the schedule creation unit is configured to store the amount of charge of the industrial vehicle in the secondary battery, the charge efficiency at that time, and the power charge stored in the secondary battery from the charge during the charge.
  • the power supply selection unit further includes a cost calculation unit that calculates a virtual power cost, and the power supply selection unit is configured to calculate the virtual power cost of the industrial vehicle as the plurality of power supplies and a power charge of at least one other power supply. And the inexpensive one of the power rates may be selected as the power supply.
  • cost calculation means for calculating the virtual power cost of the power stored in the secondary battery from the charge amount charged in the secondary battery of the industrial vehicle, the charge efficiency at that time, and the power charge at the time of charge And compare the virtual electricity cost of the industrial vehicle that is one of multiple electricity sources with the electricity charges of other electricity sources such as commercial power sources and regenerative energy generators, from the viewpoint of electricity charges
  • the power charge can be made the least expensive. For example, in the case of setting to normally charge from a commercial power source, if the virtual power cost of the industrial vehicle is the lowest, charging and feeding are performed between the industrial vehicles. Therefore, it is possible to suppress the electricity charge at a lower cost than charging from a commercial power source.
  • the power rates may be compared among the plurality of power supplies other than the industrial vehicle, or the virtual power costs may be compared among the industrial vehicles.
  • the schedule creating unit when the commercial power source is selected as the power supply by the schedule creating unit, the schedule creating unit generates electric power based on the information of the surrounding environment in which the industrial vehicle operates.
  • the peak cut determining means determines the necessity of peak cut and the power cut by the peak cut determining means
  • power is supplied to the industrial vehicle from the commercial power source before the peak time, and the peak time is determined
  • the peak cut means for supplying power from the industrial vehicle.
  • the commercial power source charges the industrial vehicle before the power demand increases, and when the power demand increases, the industrial vehicle feeds the power system connected to other industrial vehicles or the commercial power source. By doing this, the demand for electricity can be leveled.
  • the schedule creation unit may create a charging / feeding schedule in consideration of output fluctuation of renewable energy.
  • the information acquisition unit acquires power generation status information in the regenerative energy type power generation apparatus, and creates a charging and feeding schedule based on information including the power generation status information in addition to the above-described industrial vehicle information. As a result, it is possible to smooth the output fluctuation of the regenerative energy type power generation apparatus and to stably supply power to the grid.
  • the information acquisition unit acquires a health condition of the secondary battery mounted on the industrial vehicle as the battery condition in the industrial vehicle information
  • the schedule creation unit The charging and feeding schedule may be created in consideration of the health condition.
  • the schedule creation unit creates the schedule in consideration of the health status such as the deterioration status of the secondary battery. It can extend the life of the battery.
  • An energy management system includes a secondary battery mounted thereon, a plurality of industrial vehicles different in operation start time, operation time, operation time zone, etc., a charging / discharging device to which the plurality of industrial vehicles are connected, It is preferable to provide a charging / feeding management device. As a result, charging and feeding of a plurality of industrial vehicles can be comprehensively managed while effectively utilizing the power stored in the secondary battery of the industrial vehicle without affecting the operation of the industrial vehicle.
  • a charge / discharge device is a charge / discharge device connected to a plurality of industrial vehicles on which a secondary battery is mounted and controlling charge / discharge of the industrial vehicle, and the industrial vehicle connection to which the industrial vehicle is connected End, a grid connection end to which a power grid is connected, a generator connection end to which a regenerative energy type power generator is connected, an AC-DC converter whose one end is connected to the grid connection end, the AC-DC converter And a DC-DC converter connected between the industrial vehicle connection end and a charging / feeding management device for managing charging / discharging of the industrial vehicle, the charging / charging management device being connected to the industrial vehicle connection end
  • An information acquisition unit for acquiring industrial vehicle information including the identified identification information of the industrial vehicle, the battery state including the current charge remaining amount, and the next scheduled operation time, and a charging schedule set based on the industrial vehicle information
  • the power supplied from the power system is input to the AC-DC converter at one end, converted from AC to DC, and then converted to voltage via the DC-DC converter. Power is supplied to the vehicle.
  • two industrial vehicles connected to the industrial vehicle connection end are connected via a DC-DC converter, and the voltage can be converted by the DC-DC converter. is there.
  • the two-way vehicle between the two industrial vehicles, between the industrial vehicle and the electric power system, or between the industrial vehicle and the regenerative energy type power generation device with a simple configuration. Power can be supplied.
  • a method of managing charging and feeding of an industrial vehicle is a method of managing charging and feeding of an industrial vehicle for managing charging and feeding of a plurality of industrial vehicles having a secondary battery mounted thereon, the charging and discharging management method of the plurality of industrial vehicles
  • charging / discharging control step of controlling charging or discharging of the secondary battery mounted on the industrial vehicle according to a power feeding schedule.
  • the charging and feeding of a plurality of industrial vehicles is controlled while effectively utilizing the power stored in the secondary battery of the industrial vehicle without affecting the operation of the industrial vehicle. Management.
  • the industrial vehicle information of the industrial vehicle connected to the charge / discharge device is acquired by the information acquisition unit, and based on the acquired industrial vehicle information, the schedule preparation unit charges or discharges or waits for the industrial vehicle. And one of them is selected and the charge / discharge start time is determined.
  • the industrial vehicle that can be fed is determined from the charging time and the remaining amount of charge, power is supplied from the industrial vehicle that can be fed, and the non-powerable industrial vehicle is only charged, which affects the operation of the industrial vehicle. It is possible to effectively utilize the power stored in the secondary battery of the industrial vehicle without giving it.
  • charge / discharge start time of the industrial vehicle based on the industrial vehicle information, charge / discharge can be performed without affecting the operation of the industrial vehicle. Furthermore, when the industrial vehicle information includes the identification information of the industrial vehicle, charging / discharging of a plurality of industrial vehicles can be comprehensively managed.
  • 1 is an overall configuration diagram of an energy management system according to an embodiment of the present invention. It is a figure explaining the 1st Example of a charging / charging management function. It is a figure explaining 2nd Example of a charging / discharging management function. It is a figure explaining the 3rd Example of a charging / discharging management function. It is a figure explaining the 4th Example of a charging / feeding management function. It is a figure explaining the 5th Example of a charging / feeding management function. It is a figure explaining the 6th Example of a charging / feeding management function. It is a figure explaining the 7th Example of a charging / discharging management function. It is a figure explaining the 8th Example of a charging / feeding management function. It is a figure showing the modification of the energy management system concerning this embodiment.
  • FIG. 1 is a whole block diagram of the energy management system based on 1st Embodiment of this invention.
  • a secondary battery is mounted, and a plurality of industrial vehicles having different operation modes such as operation start time, operation time, operation time zone, etc. are widely used in facilities, facilities, systems, etc. It is applied.
  • An example of this industrial vehicle is a vehicle operated in a certain operating area such as a wholesale area and a distribution area or a distribution vehicle including a forklift operating in a factory, such as a tare operated in the market is there. Since the opening time also differs between such wholesale area and the wholesale area, the plurality of tares in the market are operated differently from the operation start time, the operation time, the operation time zone, and the like. In addition, the operation start time, the operation time, or the operation time zone differs depending on the operation time of the factory, the loading / unloading time zone of the transported object, etc. like a forklift in the factory yard. Furthermore, the same applies to construction machines such as motor graders used at construction sites. In addition, the present invention is also applied to a cargo handling and transporting vehicle operated in a certain area of each site such as a warehouse, a delivery center, a station, a port wharf, and an airport.
  • the energy management system mainly includes a plurality of industrial vehicles (hereinafter referred to as vehicles 10 (10A, 10B)) on which the secondary battery 11 is mounted, and a charger / discharger 20 to which the vehicle 10 is connected. And an EMS (Energy Management System) controller that manages charging and discharging by the charger / discharger 20.
  • a power system 41 connected to a commercial power source 40 as a power supply to the vehicle 10, a solar power generation apparatus 43 which is a regenerative energy type power generation apparatus, and a private power generation apparatus 46 can be charged and discharged.
  • a vehicle 10 on which the secondary battery 11 is mounted a vehicle 10 on which the secondary battery 11 is mounted.
  • the vehicle 10 is equipped with a secondary battery 11, and includes a battery controller 12 that monitors and controls the state of the secondary battery 11, and a vehicle information storage unit 13 that stores vehicle information.
  • the secondary battery 11 drives the motor of the vehicle 10 by discharging the charged power.
  • a lithium ion secondary battery is suitably used as the secondary battery 11.
  • the battery controller 12 outputs necessary power amount information as power necessary for charging to the control unit 26 of the charge / discharge device 20 via the signal line 36.
  • the required power amount information is the required power according to the free capacity of the secondary battery 11.
  • dischargeable power amount information is output to the control unit 26 of the charge / discharge device 20 via the signal line 36 as the dischargeable power.
  • the battery controller 12 constantly monitors the remaining amount of the secondary battery 11 during charging or discharging, and outputs battery information including the remaining charge amount as a monitoring result to the control unit 26 via the signal line 36.
  • the battery state includes, for example, the cost of stored electricity, the state of health of the battery, and the like, in addition to the charge remaining amount.
  • the vehicle information storage unit 13 stores vehicle information including identification information of the vehicle 10, operation start time information, and battery information including a charge remaining amount. Furthermore, the vehicle 10 may be equipped with an hour meter, whereby one operation time or cumulative operation time of the vehicle may be acquired and the operation time information may be stored in the vehicle information storage unit 13. Furthermore, electricity cost (power consumption rate) information of the vehicle 10 may be acquired and stored in the vehicle information storage unit 13.
  • the charger / discharger 20 includes a bi-directional AC-DC converter 21, a bi-directional DC-DC converter 22, a control unit 26, power meters 23, 24A, 24B, 25 and connection terminals 31 to 34.
  • the bidirectional AC-DC converter 21 converts the AC power of the power system 41 connected to the commercial power supply 40 into a DC current / voltage suitable for charging.
  • the bi-directional DC-DC converter 22 converts the input DC power into a current / voltage suitable for power supply.
  • the power meter 23 is connected between the power system 41 and the AC-DC converter 21 and measures the value of the power supplied from the power system 41 to the charger / discharger 20 when the vehicle 10 is charged.
  • a smart meter 42 is interposed between the power system 41 and the charge / discharge device 20.
  • the smart meter 42 is a power meter having a communication function, and is connected to the later-described EMS controller 50 via a communication line, and may transmit the current power rate and power consumption to the EMS controller 50.
  • the power meters 24A and 24B measure the values of power transmitted and received between the vehicles 10A and 10B and the bidirectional DC-DC converter 22.
  • the power meter 25 measures the value of the power supplied from the solar power generation device 43 to the charge / discharge device 20.
  • the connection end 34 of the solar power generation device 43 is connected to the bidirectional DC-DC converter 22.
  • the control unit 26 is simultaneously connected via the communication line 36 when the vehicles 10A and 10B and the bidirectional DC-DC converter 22 are connected by the power line 35 during charging and discharging of the vehicles 10A and 10B. Moreover, it connects with the EMS controller 50 mentioned later via a communication line. Then, the information acquisition unit 28 acquires vehicle information stored in the vehicle information storage unit 13 and the battery controller 12, and controls charging and feeding of the vehicle based on the charging and feeding schedule from the EMS controller 50. Further, the control unit 26 measures the health status of each of the secondary batteries 11 mounted on the vehicles 10A and 10B connected to the charge / discharge device 20, adds the information to the vehicle information, and sends it to the EMS controller 50.
  • the vehicles 10A and 10B may be provided with means for measuring the health condition of the secondary battery 11.
  • the health condition is acquired from the vehicles 10A and 10B together with vehicle information such as the remaining charge, and such information is obtained. It sends to the EMS controller 50.
  • the EMS controller 50 is a device that mainly manages charging and feeding of the plurality of vehicles 10, and includes a storage unit 51, an information acquisition unit 52, and a schedule creation unit 53.
  • the information acquisition unit 52 further acquires the vehicle information acquired by the information acquisition unit 28 of the charge / discharge device 20 via the communication line.
  • the storage unit 51 stores the vehicle information acquired by the information acquisition unit 52. Therefore, the storage unit 51 mainly stores the identification information of the vehicle 10 connected to the charge / discharge device 20, the operation start time, the remaining charge amount, and the virtual power cost. Furthermore, it is desirable to store the charging / feeding schedule created by the schedule creation unit 53, and to overwrite and store it each time the charging / feeding schedule is updated.
  • the schedule creation unit 53 creates a charging and feeding schedule of the vehicle based on the vehicle information acquired by the information acquisition unit 52.
  • the schedule creation unit 53 mainly includes time acquisition means 54, charge / discharge determination means 55, start time determination means 56, quick charge setting means 57, power supply selection means 58, cost calculation means 59, peak And cutting means 60.
  • the time acquisition unit 54 acquires the current time.
  • the charge / discharge determination unit 55 selects any of charging, discharging, or standby of the vehicle 10 based on the scheduled operation time and the current remaining charge amount of the vehicle information.
  • the start time determination means 56 determines the charge / discharge start time of the vehicle 10 based on the scheduled operation time of the vehicle information and the current charge remaining amount.
  • the quick charge setting means 57 discharges the charge / discharge determination means 55 among the vehicles 10 connected to the charge / discharge device 20 when the quick charge request is input or when there is no time delay before the operation start time. Is set to supply power to the vehicle 10 that has output the quick charge request from the selected vehicle 10.
  • the power supply selection unit 58 selects a power supply that supplies electric power from the plurality of power supplies to the vehicle 10 and a power supply time zone from the power supply based on the vehicle information and the power rate of each power supply. As described above, when a plurality of power supplies are connected to the charger / discharger 20, a power supply that supplies power to the vehicle 10 based on the vehicle information and the power rates of the respective power supplies, and the power supply from the power supplies. By selecting the power supply time zone, the power rate can be reduced at a low price, and the smoothing of the power demand can be measured.
  • the power source selection means 58 selects the commercial power source as the power source and the power rate as the power supply time zone.
  • An inexpensive time zone may be selected, and the solar power generation apparatus 43 may be selected as a power supply for the vehicle 10 having a charge start time outside the inexpensive time zone of the power rate.
  • the power rate can be reduced by selecting an inexpensive time zone of the power rate and supplying power from the commercial power source.
  • the power charge can be suppressed inexpensively without using the expensive power by selecting the solar power generation device 43 as a power supply. it can. Further, since the power rate is usually set high in the time zone where the power demand is high, the power peak cut of the commercial power source can be achieved by suppressing the use of the commercial power in the time zone where the power rate is high.
  • the commercial power source 40 selects the commercial power source 40 as a power supply and select an inexpensive time zone of the power rate as a power supply time zone.
  • another vehicle 10 may be selected as a power supply.
  • the power rate can be reduced by selecting an inexpensive time zone of the power rate and supplying power from the commercial power source 40.
  • the power rate can be suppressed inexpensively without using expensive power. Can.
  • the other vehicle 10 is supplied with power from the commercial power supply 40 in a cheap time zone at the previous charging, or from the solar power generator 43, and the next charging is from a cheap time zone or power feeding from the solar power generator It is desirable to be done.
  • the cost calculation means 59 calculates the virtual power cost of the power stored in the secondary battery from the charge amount charged in the secondary battery 11 of the vehicle 10, the charge efficiency at that time, and the power charge at the time of charge.
  • the virtual power cost of the standby vehicle capable of supplying power from among the plurality of power supplies, the commercial power source 40, the regenerative energy type power generation device 43, etc. From the power supply rates of the other power supplies, the cheapest power supply may be selected.
  • the virtual power costs of the respective standby vehicles are compared with each other, the standby vehicle having the lowest virtual power cost is selected as a power supply, and charging and feeding are performed between the vehicles.
  • the standby vehicle having the lowest virtual power cost is selected as a power supply, and charging and feeding are performed between the vehicles.
  • the schedule creation unit 53 takes the schedule in consideration of the health condition. It is preferable to create. Thereby, the life of the secondary battery 11 can be extended.
  • the information acquisition unit 52 may acquire power generation status information of the regenerative energy type power generation apparatus, and create a charging / feeding schedule based on these pieces of information.
  • the power generation apparatus may have a large output fluctuation because many of them are affected by the surrounding environment.
  • the output tends to fluctuate in a short time.
  • the power generation status information of the solar power generation device 43 which is a regenerative energy type power generation device is acquired, and the power supply from the solar power generation device 43 to the electric power system 41 is leveled based on this information.
  • Create a charging and feeding schedule that For example, when the power generation output of the solar power generation device 43 is small, the power stored in the vehicles 10A and 10B is supplied to the power system 41, and when the power generation output of the solar power generation device 43 is large, the vehicle 10A, Power supply from 10B is stopped, and, if necessary, the vehicles 10A and 10B are charged. Thereby, it is possible to smooth the output fluctuation of the solar power generation device 43 and stably supply the power to the power system 41.
  • FIG. 2 is a diagram for explaining a first embodiment of the charging / feeding management function.
  • the first embodiment the case of delivery between vehicle 10A and 10B of vehicle power, which has a virtual power cost lower than the commercial power rate, is shown.
  • the vehicle 10A and the vehicle 10B have different operation modes such as an operation start time, an operation time, and an operation time zone.
  • the vehicle 10A is a vehicle that can use night power, that is, a vehicle that operates in the daytime
  • the vehicle 10B is a vehicle that can not use night power, that is, a vehicle that operates in the night.
  • the vehicle 10B is a charge target, and as the power supply, a case where there is a vehicle 10A other than the vehicle 10B and a commercial power supply 40 is illustrated.
  • the EMS controller 50 may recognize a vehicle connected to the charge / discharge device 20 other than the vehicle 10B to be charged as a power supply.
  • the virtual power cost is calculated from the charge and stored in the vehicle information storage unit 13. This virtual power cost is preferably updated each time charging.
  • the virtual power cost may not be stored in the vehicle information storage unit 13, and may be stored in the storage unit 51 of the EMS controller 50 together with the identification number of the vehicle 10B.
  • the EMS controller 50 selects a power supply from among the other vehicle 10B serving as a power supply and the commercial power supply 40 with respect to the vehicle 10A. That is, the virtual power cost of the other vehicle 10B is compared with the power rate of the commercial power source 40, and the one with the lower power rate is selected as the power source. At this time, when there is a regenerated energy type power generation device 43 (see FIG. 1) or a plurality of other vehicles as the power supply, the power rates of the plurality of power supplies may be compared.
  • the EMS controller 50 selects a power supply for the vehicle 10B as follows.
  • the vehicle 10B is charged in the daytime as described above.
  • the EMS controller 50 searches the vehicle 10B that has detected the charging request for a power supply that can supply power at the lowest cost.
  • the EMS controller 50 selects discharge from the charge remaining time and the charge start time when the charge remaining at the time of operation termination is, for example, 30% as the charge / discharge schedule of the vehicle 10A where nighttime power can be used. That is, in the EMS controller 50, the vehicle 10A is recognized as a power supply. Therefore, the power supply connected to the charger / discharger 20 is the commercial power supply 40 and the vehicle 10A.
  • the commercial power source 40 has a power rate set according to the time zone, and usually, the nighttime power rate is set cheaper than the daytime power rate.
  • the nighttime power rate is set cheaper than the daytime power rate.
  • a virtual power cost is calculated and stored in the vehicle information storage unit 13 or the storage unit 51.
  • the EMS controller 50 compares the virtual power cost of the vehicle 10A with the daytime power rate of the commercial power source 40. Here, it is assumed that the virtual power cost is cheaper than the daytime power charge. In this case, the EMS controller 50 selects the vehicle 10A as a power supply. Then, the remaining charge amount is supplied to another vehicle 10B via the charge / discharge device 20. At this time, the vehicle 10B is a vehicle that can not use the nighttime power, and therefore the power stored in the vehicle 10B becomes inexpensive power by supplying power from the vehicle 10A charged with the nighttime power, which reduces the power cost Can be The vehicle 10B may supply power from a plurality of vehicles. For example, when the remaining charge of the vehicle 10B is 10%, the remaining charge becomes 40% by supplying power from the first vehicle 10A, and the second vehicle The remaining charge can be further increased by supplying power from the vehicle 10A '.
  • FIG. 3 is a diagram for explaining a second embodiment of the charging / feeding management function.
  • the case where the vehicle 10A is rapidly charged to the vehicle 10B is shown.
  • FIG. 3 in a state where a vehicle 10A having a surplus in the remaining amount of charge is connected to the charger / discharger power network that is DC-connected to the same charger / discharger 20, when there is a rapid charge request from the vehicle 10B, That is, when the vehicle 10B is connected to the rapid charging vehicle connection end, part or all of the charging to the vehicle 10B is performed by the rapid charging from the vehicle 10A.
  • charging from power system 41 is difficult due to limitations in cost and facilities on the grid side, only the facilities on vehicles 10A and 10B need only be compatible with rapid charging, and costs can be reduced. . It can also be easily added to existing equipment.
  • the position information of the charge / discharge device 20 may be notified to the vehicle 10B by switch operation.
  • the vehicle 10B includes the wireless communication terminal 110 and the on-vehicle display 111
  • the charger / discharger 20 includes the wireless communication terminal 120.
  • the rapid charge command switch of the vehicle 10B is turned ON, the charger / discharger 20 to which the standby vehicle 10A is connected transmits its position information to the vehicle 10B via the wireless communication terminal 120.
  • the vehicle 10B receives the position information via the wireless communication terminal 110 and causes the on-vehicle display 111 to display the position information.
  • FIG. 4 is a diagram for explaining a third embodiment of the charging / feeding management function.
  • the vehicle 10B which can not use the nighttime power is charged using the charger / discharger 20 connected to the solar power generation apparatus 43 by a DC bus.
  • a vehicle 10 ⁇ / b> B is a vehicle that can not use electric power at night.
  • power is preferentially supplied from the solar power generation device 43 to the vehicle 10B which can not use the nighttime power. As a result, the power cost can be reduced and the power demand can be leveled.
  • power since power is supplied from a power supply connected by a DC bus, conversion loss due to power conversion can be reduced, and charging can be performed with high efficiency.
  • FIG. 5 is a diagram for explaining a fourth embodiment of the charging / feeding management function.
  • the fourth embodiment the case where the remaining power after operation of the vehicle 10A that can use the nighttime power is returned to the power system 41 in the daytime is shown.
  • the vehicle 10A capable of utilizing nighttime power is charged at night, and the power remaining in the secondary battery 11 after operation is returned to the power system 41 via the charge / discharge device 20.
  • the vehicle 10B which can not use the nighttime power even if the power remains in the secondary battery 11 after the operation, the vehicle 10B is not returned to the power system 41. Thereby, the daytime power consumption in the whole installation can be suppressed.
  • FIG. 6 is a diagram for explaining a fifth embodiment of the charging / feeding management function.
  • the EMS controller 50 estimates whether the power demand exceeds the contract power of the commercial power source 40 based on the environment information of the surroundings of the vehicle 10, and determines that the contract power is exceeded. Make peak cut settings. In the peak cut setting, power is supplied to the non-operating vehicle 10A from the power grid 41 before the peak of the power demand, and power is supplied to the power grid 41 from the power charged to the secondary battery 11 at the peak. Thereby, the vehicle 10A can be used as a storage battery of the electric power system 41, and peak cut of the power demand can be achieved.
  • FIG. 7 is a diagram for explaining a sixth embodiment of the charging / feeding management function.
  • a vehicle which switches or charges the power supply in consideration of the operating time or desired charging completion time for each of the vehicles 10A to 10X, the current charge remaining amount, and the photovoltaic power generation state in addition thereto. It is designed to switch between That is, based on the operation time of each vehicle 10, the charge start time and end time of the vehicle are set. For example, the charging time of the vehicle 10A is 12 o'clock to 13 o'clock, the charging time of the vehicle 10B is 13 o'clock to 13:30, and the charging time of the vehicle 10X is 22 o'clock to 1 o'clock.
  • the connection state of the vehicles 10A to 10X to the charge / discharge device 20 may be maintained, and only the charge control is switched.
  • the power supply from the commercial power source 40 is set to the nighttime power from 22:00 to 7 o'clock, and the power supply from the solar power generation device 43 is set to a time zone in which the power generation efficiency is high from 12 to 16 o'clock. This makes it possible to create an optimal vehicle charging schedule without affecting the operation of the vehicle and at a low power rate.
  • FIG. 8 is a diagram for explaining a seventh embodiment of the charging / feeding management function.
  • all the vehicles 10A to 10X are connected to the charger / discharger 20 in an emergency where power from the system is cut off, and all charging power stored in all the vehicles 10A to 10X is stored in the power system 41.
  • FIG. 9 is a view for explaining an eighth embodiment of the charging / feeding management function.
  • a plurality of charge / discharge devices 20A to 20C are provided, and vehicles 10A to 10X can be connected to each charge / discharge device.
  • a power system 41 in the facility is connected to the charge / discharge devices 20A to 20C, and AC power is supplied from the power system 41 to the freezer 101 and the lighting.
  • the capacity of the secondary battery 11 of the vehicle 10 can be selected in a stepwise manner to some extent, the operation time and the operation load are variously different, and all the vehicles use the battery capacity fully. Does not mean that Therefore, the operation result data of each of the vehicles 10A to 10C is acquired by the hour meter, and the minimum value of the charge termination charge remaining amount is set for each vehicle. If charging can not be performed efficiently due to transient disturbances such as fluctuations in photovoltaic power generation due to sunshine conditions, feeding response at the time of power peaking, rapid charging of priority vehicles, etc. It is possible to reduce the power cost due to charging within a range that does not affect the use of the vehicle, and does not charge to the charge, but to charge to the minimum value of the charge termination charge remaining value.
  • the plurality of charge / discharge devices 20A to 20C may be connected to each other by the DC line 48.
  • the DC line 48 thereby, for example, when it is desired to rapidly charge the vehicle 10A connected to the charge / discharge device 20A, even if the rapidly chargeable standby vehicle is not connected to the charge / discharge device 20A, another DC line 48 is used. Power can also be supplied from a standby vehicle connected to the charge / discharge devices 20B and 20C.
  • the vehicle information of the vehicle 10 connected to the charger / discharger 20 is acquired by the information acquisition unit 52, and the schedule creation unit 53 is configured to acquire the vehicle 10 based on the acquired vehicle information. And either charging or discharging or standby is selected and the charge / discharge start time is determined.
  • the vehicle 10 capable of supplying power is determined from the charging time (the required time for charging and the charge / discharge start time) and the remaining amount of charging, and power can be supplied from the vehicle 10 capable of supplying power.
  • the power stored in the secondary battery of the vehicle 10 can be effectively used without affecting the operation of the vehicle 10.
  • charge / discharge start time of the vehicle 10 can be performed without affecting the operation of the vehicle 10. Furthermore, when the vehicle information includes the identification information of the vehicle 10, charging / discharging of the plurality of vehicles 10 can be comprehensively managed.
  • the present invention is not limited to the industrial vehicle and the cargo handling vehicle, and other mobile bodies (cars, trucks, buses, etc.) It goes without saying that this also includes the case where a plurality of mobile units with different operation modes such as operation start time, operation time, operation time zone, etc. are operated in a certain operation area.
  • the solar power generation apparatus 43 is illustrated as a power supply, but other renewable energy type power generation apparatuses such as a wind power generation apparatus, a tidal power generation apparatus, and a geothermal power generation apparatus are used. Good. In this case, one or more regenerative energy type power generation devices can be used.
  • the energy management system shown in FIG. 1 shows an example in which the in-house power generation device 46 is linked to the electric power system connected to the commercial power supply 40, the in-house power generation device 46 may not be provided.
  • FIG. 10 is a view showing a modified example of the energy management system according to the present embodiment.
  • the control unit 26 ′ of the charge / discharge device 20 includes a storage unit 81, an information acquisition unit 82, a schedule creation unit 83, and a charge / discharge control unit 84.
  • the schedule creating unit 83 includes a time acquisition unit 91, a charge / discharge determination unit 92, a start time determination unit 93, a rapid charge setting unit 94, a power supply selection unit 95, a cost calculation unit 59, and a peak cut. And means 100.
  • the charging / feeding management function according to the present embodiment may be installed at any position, and may be installed at different positions as divided units.

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Abstract

L'invention porte sur un dispositif de gestion de charge et d'alimentation électriques de véhicules industriels qui gère la charge et l'alimentation électriques d'une pluralité de véhicules industriels (10 (10A, 10B)) sur lesquels des batteries secondaires (11) sont montées. Le dispositif de gestion de charge et d'alimentation électriques comporte : une unité d'acquisition d'informations (52) pour acquérir des informations de véhicule industriel comprenant les informations d'identification, les états actuels de batterie, et les prochaines heures de service planifiées des véhicules industriels (10) connectés à un dispositif de charge et de décharge (20); une unité de création d'horaires (53) pour créer, sur la base des informations de véhicule industriel, les horaires de charge et d'alimentation électriques des véhicules industriels; une unité de commande de charge et de décharge (27) pour commander, conformément aux horaires de charge et d'alimentation électriques, la charge ou la décharge des batteries secondaires (11) montées sur les véhicules industriels (10). L'unité de création d'horaires (53) possède : un moyen d'acquisition de l'heure (54) pour acquérir l'heure actuelle; un moyen de détermination de charge et de décharge (55) pour sélectionner, sur la base de l'heure actuelle, des heures de service planifiées et des états de batterie actuels, la charge, la décharge ou l'attente des véhicules industriels; un moyen de détermination de l'heure du début (56) pour déterminer les heures du début de la charge et de la décharge des véhicules industriels.
PCT/JP2013/053322 2012-02-17 2013-02-13 Dispositif de charge et d'alimentation électriques, dispositif de gestion de charge et d'alimentation électriques, système de gestion d'énergie et procédé de gestion de charge et d'alimentation électriques WO2013122073A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP2012-033247 2012-02-17
JP2012033247A JP5490834B2 (ja) 2012-02-17 2012-02-17 充給電器および充給電管理装置、エネルギーマネジメントシステム、並びに充給電管理方法
JP2013003944A JP5396549B1 (ja) 2013-01-11 2013-01-11 充給電器および充給電管理装置、エネルギーマネジメントシステム、並びに充給電管理方法
JP2013-003944 2013-01-11

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WO2013122073A1 true WO2013122073A1 (fr) 2013-08-22

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CN107112781A (zh) * 2015-08-31 2017-08-29 尼吉康株式会社 供电装置
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CN112035943A (zh) * 2019-06-04 2020-12-04 本田技研工业株式会社 电动车辆的制造管理装置、制造方法、制造管理方法及存储介质
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JP2021016243A (ja) * 2019-07-11 2021-02-12 株式会社豊田自動織機 充放電システム

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CN104393645A (zh) * 2014-11-27 2015-03-04 百顺松涛（天津）动力电池科技发展有限公司 一种能够在电池充放电时节省其消耗能源的充电装置
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CN108960545A (zh) * 2017-05-19 2018-12-07 腾讯科技（深圳）有限公司 一种充电调度方法、电子设备及存储介质
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JP2021016243A (ja) * 2019-07-11 2021-02-12 株式会社豊田自動織機 充放電システム

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