WO2014003106A1 - Electric-vehicle charging system and charging billing method - Google Patents

Electric-vehicle charging system and charging billing method Download PDF

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Publication number
WO2014003106A1
WO2014003106A1 PCT/JP2013/067622 JP2013067622W WO2014003106A1 WO 2014003106 A1 WO2014003106 A1 WO 2014003106A1 JP 2013067622 W JP2013067622 W JP 2013067622W WO 2014003106 A1 WO2014003106 A1 WO 2014003106A1
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WIPO (PCT)
Prior art keywords
power
electric vehicle
charging
electric
charging device
Prior art date
Application number
PCT/JP2013/067622
Other languages
French (fr)
Japanese (ja)
Inventor
健一 安間
正一郎 淺田
Original Assignee
三菱重工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 三菱重工業株式会社 filed Critical 三菱重工業株式会社
Priority to CN201380020032.1A priority Critical patent/CN104246817A/en
Publication of WO2014003106A1 publication Critical patent/WO2014003106A1/en
Priority to IN9496DEN2014 priority patent/IN2014DN09496A/en
Priority to PH12014502637A priority patent/PH12014502637A1/en

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    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q20/00—Payment architectures, schemes or protocols
    • G06Q20/08—Payment architectures
    • G06Q20/14—Payment architectures specially adapted for billing systems
    • G06Q20/145—Payments according to the detected use or quantity
    • 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
    • B60L53/30—Constructional details of charging stations
    • B60L53/305—Communication interfaces
    • 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
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07F—COIN-FREED OR LIKE APPARATUS
    • G07F15/00—Coin-freed apparatus with meter-controlled dispensing of liquid, gas or electricity
    • G07F15/003—Coin-freed apparatus with meter-controlled dispensing of liquid, gas or electricity for electricity
    • G07F15/005—Coin-freed apparatus with meter-controlled dispensing of liquid, gas or electricity for electricity dispensed for the electrical charging of vehicles
    • 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
    • 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
    • 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
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
    • 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
    • H02J7/0013—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
    • 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
    • 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
    • Y02T10/72—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
    • 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
    • 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
    • Y02T90/16—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
    • 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
    • Y02T90/16—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
    • 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
    • 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
    • Y04S50/00—Market activities related to the operation of systems integrating technologies related to power network operation or related to communication or information technologies
    • Y04S50/12—Billing, invoicing, buying or selling transactions or other related activities, e.g. cost or usage evaluation

Definitions

  • the present invention relates to an electric vehicle charging system and a charging billing method.
  • the power supply system described in Patent Literature 1 includes a vehicle that transmits power and a vehicle that receives power from the vehicle, and an ECU of the vehicle that transmits power wirelessly transmits power to the vehicle that receives power.
  • the ECU of the vehicle that transmits electric power and receives electric power supplies the received electric power to the driving motor and drives the driving motor.
  • a vehicle ECU that transmits power calculates a fee according to the amount of transmitted power, transmits it to the information management center, and receives the received vehicle. The fee is transferred from the account of the ETC card owner of the vehicle to the account of the ETC card owner of the vehicle that has transmitted power.
  • the fee settlement method based on the electric power exchanged in Patent Literature 1 is a method relating to electric power exchange between moving electric vehicles, and a method relating to electric power exchange between a non-moving charging device and an electric vehicle. is not.
  • the present invention has been made in view of such circumstances, and provides an electric vehicle charging system and a charge charging method that can easily settle a fee according to power transmission from a non-moving charging device to an electric vehicle.
  • the purpose is to do.
  • the electric vehicle charging system and the charging method according to the present invention employ the following means.
  • the electric vehicle charging system includes a receiving means for receiving identification information for identifying the owner of the electric vehicle transmitted from the electric vehicle, and supply of electric power from a commercial power system.
  • Power transmission means for performing power transmission for charging a secondary battery to the electric vehicle that has transmitted the specific information, and the charging device installed at a predetermined position and the power transmission device transmits power to the electric vehicle.
  • a charging device that charges the owner of the electric vehicle specified by the specific information for a charge corresponding to the amount of electric power.
  • the charging device installed at the predetermined position receives the specific information for identifying the owner of the electric vehicle transmitted from the electric vehicle by the receiving unit, and receives the power from the commercial power system.
  • the supplied power transmission means performs power transmission for charging the secondary battery to the electric vehicle that transmitted the specific information.
  • the secondary battery of the electric vehicle is charged without exchanging charges on the spot.
  • the predetermined position is, for example, a road on which the electric vehicle travels or a parking lot where the electric vehicle is parked.
  • the charging device charges a fee according to the amount of power transmitted to the electric vehicle by the charging device to the owner of the electric vehicle specified by the specific information.
  • the charging device transmits power to the electric vehicle when surplus power is generated in a power system to which power is supplied.
  • Electric power generated by natural energy such as sunlight and wind power may increase excessively due to instability of natural energy. In such a case, if the excessively increased surplus power is not consumed, the amount of power generation is suppressed or consumed wastefully. Therefore, according to this configuration, when surplus power is generated in the power system, the secondary battery of the electric vehicle is charged, so that the surplus power generated in the power system can be used without being wasted.
  • the charging device increases the transmitted power to the electric vehicle.
  • the electric vehicle transmits, to the charging device, remaining amount information indicating the remaining charge power amount of the secondary battery together with the specific information, and the charging device includes the remaining amount indicated by the remaining amount information.
  • the remaining charge power amount of the secondary battery of the electric vehicle is set to be equal to or higher than the charge power amount that is assumed not to be depleted between the start of charging the secondary battery and a predetermined time. Instead, it is preferable to change the power transmission timing or the transmission power so that the secondary battery is charged.
  • the secondary battery of the electric vehicle is not charged until it is fully charged, but is in a charged state that leaves a free capacity that can be charged.
  • the predetermined time is, for example, a time at which a time period when the electricity rate is lower than the other time periods starts, that is, a time at which so-called midnight power can be used. Therefore, this structure can ensure the free capacity of a secondary battery in the timing suitable for the charge to the secondary battery of an electric vehicle.
  • the electric vehicle transmits, to the charging device, remaining amount information indicating the remaining charge power amount of the secondary battery together with the specific information, and the charging device is on a road on which the electric vehicle is traveling. It is preferable that the time ratio of wireless power transmission is changed based on the remaining amount information for the plurality of electric vehicles that are installed along the road.
  • the time ratio of wireless power transmission is changed based on the remaining amount information with respect to a plurality of electric vehicles traveling on the road by the charging device installed along the road on which the electric vehicle travels.
  • the charging device installed along the road on which the electric vehicle travels.
  • the charging accounting method includes a first step of receiving identification information for identifying an owner of an electric vehicle transmitted from the electric vehicle, and power is supplied from a commercial power system. And a second step of transmitting power for charging a secondary battery from the charging device installed at a predetermined position to the electric vehicle that has transmitted the specific information, and electric power transmitted to the electric vehicle by the charging device. And a third step of charging the electric vehicle owner specified by the specifying information for a charge corresponding to the amount.
  • 1 is a configuration diagram of a charging system for an electric vehicle according to a first embodiment of the present invention. It is a functional block diagram which shows the function of the charging device and management center in the charging system for electric vehicles which concerns on 1st Embodiment of this invention. It is a flowchart which shows the flow of the charge process which concerns on 1st Embodiment of this invention. It is a flowchart which shows the flow of the surplus electric power generation process which concerns on 1st Embodiment of this invention. It is a flowchart which shows the flow of the charge process which concerns on 2nd Embodiment of this invention.
  • FIG. 1 is a schematic diagram of an electric vehicle charging system 10 according to the first embodiment.
  • the electric vehicle charging system 10 includes a charging device 12 and a management center 14, and the secondary battery 18 (see FIG. 2) of the electric vehicle 16 is charged by the charging device 12.
  • the electric vehicle 16 is not limited to an electric vehicle driven by only the electric power charged in the secondary battery 18, but is a hybrid vehicle in which the secondary battery can be externally charged (plug-in hybrid). Car).
  • the charging device 12 is installed at a predetermined position, and performs power transmission for charging the secondary battery 18 to the electric vehicle 16 by power supplied from a commercial power system 20 (see FIG. 2).
  • the charging device 12 according to the first embodiment is installed along the road on which the electric vehicle 16 travels, and transmits power to the traveling electric vehicle 16 by wireless power transmission such as electromagnetic waves (for example, microwaves). More specifically, the electric vehicle 16 transmits vehicle information whose details will be described later as a reference signal.
  • the charging device 12 receives the reference signal, the electric vehicle 16 performs wireless power transmission toward the direction in which the reference signal is transmitted, The secondary battery 18 of the electric vehicle 16 is charged.
  • the charging device 12 transmits charging power amount information indicating the amount of power transmitted to the electric vehicle 16 to the management center 14.
  • the management center 14 performs a billing process based on the charging power amount information transmitted from the charging device 12 and includes the owner of the electric vehicle 16 (including contractors, individuals, and corporations that can use the charging device 12). Charge the charge.
  • FIG. 2 is a functional block diagram showing functions of the charging device 12 and the management center 14 in the electric vehicle charging system 10 according to the first embodiment.
  • the electric vehicle 16 includes a transmission unit 22 and a power reception unit 24 together with the secondary battery 18.
  • the transmission unit 22 transmits remaining amount information indicating the remaining charge power amount of the secondary battery 18 and vehicle information including ID (Identification) information unique to the electric vehicle 16 to the charging device 12.
  • ID information is information for specifying the electric vehicle 16 and is associated with information indicating the owner of the electric vehicle 16 (for example, the address and name of the owner).
  • the power receiving unit 24 receives the power transmitted from the charging device 12 and charges the secondary battery 18.
  • the electric vehicle 16 that receives power by wireless power transmission according to the first embodiment includes a power receiving unit 24 on the roof.
  • the charging device 12 includes a receiving unit 26 and a power transmission unit 28.
  • the receiving unit 26 receives vehicle information from the electric vehicle 16 and outputs the vehicle information to the management center 14.
  • the power transmission unit 28 receives a charging command indicating the amount of power transmitted to the electric vehicle 16 from the management center 14 and transmits power to the power receiving unit 24 based on the charging command. In addition, after the power transmission to the electric vehicle 16 is completed, the power transmission unit 28 outputs the charging power amount information to the management center 14.
  • the management center 14 includes a control device 30 and a billing device 32.
  • the control device 30 calculates a charge command based on the remaining amount information included in the vehicle information output from the charging device 12 and outputs the charge command to the charging device 12.
  • the charging device 32 calculates a charging fee for the owner of each electric vehicle 16 based on the charging power amount information for each electric vehicle 16 output from the charging device 12.
  • the charging fee is determined by various methods, for example, calculated by multiplying the charging power amount for each electric vehicle 16 by a predetermined value on a monthly basis, or a fixed amount regardless of the charging power amount.
  • the management center 14 charges the charging fee to the owner of the electric vehicle 16 by withdrawing the charging fee from a bank account registered in advance or issuing a bill.
  • the control device 30 and the billing device 32 are composed of, for example, a CPU (Central Processing Unit), a RAM (Random Access Memory), a computer-readable recording medium, and the like.
  • a series of processes for realizing various functions of the control device 30 and the billing device 32 is recorded on a recording medium or the like in the form of a program as an example.
  • Various functions are realized by executing the machining / calculation process.
  • a solar cell and a wind power generator are linked to the power system 20 in order to generate electric power by natural energy such as sunlight and wind power.
  • a power measuring device 34 that measures the power of the power system 20 is provided in the power transmission network of the power system 20. When the measurement result is larger than the reference power, the power measurement device 34 outputs surplus power information indicating that surplus power has occurred in the power system 20 to the control device 30 provided in the management center 14.
  • FIG. 3 shows the control device 30 when the electric vehicle 16 is located at a charging position where the charging device 12 can be charged and vehicle information from the electric vehicle 16 is input to the control device 30 via the charging device 12. It is a flowchart which shows the flow of the process (henceforth "charge process") performed.
  • step 100 a charge command is calculated based on the remaining amount information included in the vehicle information.
  • the charge command is, for example, a command to fully charge the secondary battery 18 of the electric vehicle 16 that has transmitted the vehicle information.
  • the charging command determines the remaining charge power amount of the secondary battery 18 between the start of charging of the secondary battery 18 and the predetermined time based on the remaining charge power amount indicated by the remaining amount information. It is set as a command for charging the secondary battery 18 without exceeding the charging power amount (hereinafter referred to as “predicted required power amount”) that is assumed to be sufficient.
  • the predetermined time is, for example, a time at which a time period when the electricity rate is lower than other time periods, that is, a time when supply of midnight power is started, and is periodically applied to the secondary battery 18 of the electric vehicle 16.
  • Charging time hereinafter referred to as “periodic charging start time”.
  • the predicted required power amount is the amount of power that should be charged to the secondary battery 18 in order not to run out of electricity even when the electric vehicle 16 is run until the regular charging start time.
  • the predicted required power amount is calculated based on the power consumption information indicating the temporal change in the past power consumption of the electric vehicle 16.
  • the power consumption information is a temporal change in the past power consumption of the electric vehicle 16.
  • the power consumption information is stored in the storage means (not shown) included in the control device 30 for each electric vehicle 16. Is remembered.
  • the control device 30 determines the past (for example, several years) in the time interval from the start of charging the secondary battery 18 to the regular charging start time based on the stored power consumption information. Min) and a variance value of past power consumption in the time interval are calculated. Then, the control device 30 calculates the predicted required power amount based on the calculated average value and variance value.
  • the start of charging the secondary battery 18 is the time when the electric vehicle 16 is positioned at the charging position for charging, that is, the time when the vehicle information is transmitted from the electric vehicle 16 to the charging device 12. In the following description, “when charging of the secondary battery 18 starts” is also expressed as “current”.
  • a standard deviation is used as the variance value.
  • 3 ⁇ is used as the standard deviation, but not limited to this, ⁇ , 2 ⁇ , 4 ⁇ , or the like may be used as the standard deviation. Note that, by using 3 ⁇ as the standard deviation, the predicted required power amount that takes into account the case where the power consumption amount of the electric vehicle 16 suddenly becomes excessive is calculated.
  • Equation (1) is an example of an arithmetic expression for calculating the predicted required electric energy using the Pays theorem.
  • Equation (1) is a standard of the historical density of power consumption at the time, day of the week, day, and month as the best estimate of the historical density of power consumption from the current time t1 to the regular charging start time t2.
  • the best estimated value is a conditional probability distribution, and more specifically, an average value between the current time t1 of the day of the week, the day, and the month and the periodic charging start time t2.
  • control apparatus 30 calculates the charge instruction
  • the control apparatus 30 does not need to charge the secondary battery 18 rapidly when the remaining charge power amount is less than the predicted required power amount but is greater than or equal to a predetermined ratio (for example, 70%) of the predicted required power amount.
  • a charge command for transmitting the transmission power at a reference value or less (for example, 50%) is calculated. If the remaining charge power amount is a predetermined ratio or less, a charge command for transmitting the transmission power at the reference value is calculated.
  • the charging command is configured by, for example, transmission power and transmission time.
  • the calculated charging command is output to the charging device 12.
  • the charging device 12 transmits power to the electric vehicle 16 that has transmitted the vehicle information based on the transmitted power and the transmission time indicated by the charging command. Thereby, the secondary battery 18 of the electric vehicle 16 is charged without exchanging charges on the spot.
  • the charging device 12 outputs charging power amount information to the control device 30.
  • step 104 the process waits until the charging power amount information output from the charging device 12 is input.
  • the process proceeds to step 106.
  • the charging power amount information may be the amount of power itself transmitted to the electric vehicle 16 by the charging device 12 or the amount of power actually charged in the secondary battery 18 of the electric vehicle 16.
  • the amount of power actually charged in the secondary battery 18 is calculated by the electric vehicle 16 sequentially transmitting the remaining amount information to the charging device 12, thereby calculating the difference between the remaining charged energy before and after the end of power transmission. Is required.
  • the charging device 32 calculates a charging fee for the owner indicated by the ID information included in the vehicle information based on the electric energy indicated by the charging electric energy information.
  • the charging fee is, for example, a monthly fixed amount system
  • processing corresponding to the fixed amount system for example, storing only the date and time of charging and the amount of power used
  • step 106 When the process of step 106 is completed, the charging process is terminated.
  • the electric vehicle charging system 10 transmits power to the electric vehicle 16 when surplus power is generated in the power system 20 to which power is supplied. Generation of surplus power is detected by inputting surplus power information from the power measuring device 34 to the control device 30.
  • Electric power generated by natural energy such as sunlight and wind power may increase excessively due to instability of natural energy. In such a case, if the excessively increased surplus power is not consumed, the amount of power generation is suppressed or consumed wastefully. Therefore, according to the electric vehicle charging system 10 according to the first embodiment, when the surplus power is generated in the power system 20, the secondary battery 18 of the electric vehicle 16 is charged. It can be used without wasting the surplus power.
  • FIG. 4 is a flowchart showing a flow of processing (hereinafter referred to as “surplus power generation processing”) executed by the control device 30 when surplus power information is input to the control device 30.
  • step 200 it is determined whether or not the electric vehicle 16 is located at a charging position where the charging device 12 can transmit power. If the determination is affirmative, the process proceeds to step 202. If the determination is negative, the surplus is determined. The power generation process is terminated. Note that the determination process in step 200 is determined based on whether vehicle information is input to the control device 30 via the charging device 12. That is, it is determined that the electric vehicle 16 is located at the charging position when the vehicle information is input to the control device 30.
  • step 202 a charge command for fully charging the secondary battery 18 of the electric vehicle 16 is calculated.
  • the reason for setting the charge command for full charge is to consume surplus power as much as possible.
  • produced since the free capacity of the secondary battery 18 is ensured, surplus electric power generate
  • Control device 30 may calculate a command for increasing the transmission power to electric vehicle 16 as the charging command. As a result, when surplus power is generated in the power system 20, the secondary battery 18 of the electric vehicle 16 is charged more frequently, so that the surplus power generated in the power system 20 can be used without being wasted. For example, if the transmission power in a normal case where surplus power is not generated is 100 W, the transmission power when surplus power is generated is 150 W.
  • the calculated charging command is output to the charging device 12.
  • step 206 the process waits until the charging power amount information output from the charging device 12 is input.
  • the process proceeds to step 208.
  • step 208 the charging device 32 calculates a charging fee for the owner indicated by the ID information included in the vehicle information based on the electric energy indicated by the charging electric energy information, and the charging process is terminated.
  • the electric vehicle charging system 10 includes the receiving unit 26 that receives the specific information transmitted from the electric vehicle 16 for specifying the owner of the electric vehicle 16, and the commercial vehicle.
  • a power supply unit 28 configured to transmit power for charging the secondary battery 18 to the electric vehicle 16 that is supplied with power from the power system 20 and transmits the specific information;
  • a charging device 32 that charges the owner of the electric vehicle specified by the specific information for a fee corresponding to the amount of power transmitted to the electric vehicle 16 by the charging device 12.
  • the configuration of the electric vehicle charging system 10 according to the second embodiment is the same as the configuration of the electric vehicle charging system 10 according to the first embodiment shown in FIGS.
  • the charging device 12 installed along the road on which the electric vehicle 16 travels transmits power to a plurality of electric vehicles 16 traveling on the road.
  • FIG. 5 is a flowchart showing the flow of the charging process according to the second embodiment.
  • the same steps as those in FIG. 3 are denoted by the same reference numerals as those in FIG. 3, and the description thereof is partially or entirely omitted.
  • step 300 it is determined whether or not a plurality of electric vehicles 16 are located at a charging position where one charging device 12 can transmit power. If the determination is affirmative, the process proceeds to step 302, and the determination is negative. Shifts to Step 100. The determination process in step 300 determines whether or not a plurality of vehicle information is input to the control device 30 via the charging device 12.
  • step 302 a charging command is calculated for each electric vehicle 16 that is input and corresponds to a plurality of vehicle information.
  • step 302 the control device 30 calculates a charging command for each electric vehicle 16 based on the remaining amount information included in the vehicle information for each electric vehicle 16 so that the time ratio of wireless power transmission from the charging device 12 changes. The process proceeds to step 102.
  • control device 30 calculates the charging command so that the time ratio of wireless power transmission to the electric vehicle 16 having a lower remaining charge power amount indicated by the remaining amount information is increased.
  • the charging device 12 rotates the power transmission unit 28 so as to transmit power to each electric vehicle 16 at a time ratio (time division) based on the charging command.
  • the electric vehicle charging system 10 is more charged even when a plurality of electric vehicles 16 are traveling. It is possible to charge the electric vehicle 16 that needs to be charged.
  • a plurality of charging commands for changing the transmission timing or the transmission power based on the remaining charge power amount and the predicted required power amount indicated by the remaining amount information are provided. It may be calculated for each electric vehicle 16.
  • the present invention is not limited to this, and the charging device 12 is used for commercial use such as temporary use or monthly use. It is good also as a form installed adjacent to the parking lot of this, and the parking lot of a commercial facility, and the charging device 12 is good also as a form installed adjacent to the parking lot of a general house.
  • command is the charging device 12 It may be calculated and charged at the management center 14.

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Abstract

An electric-vehicle charging system (10) is provided with a charger (12) installed in a predetermined position and a billing device (32). The charger (12) has: a reception unit (26) for receiving specification information used to specify an owner of the electric vehicle (16), the specification information being transmitted from the electric vehicle (16); and a power-transmission unit (28) for transmitting, to the electric vehicle (16) that transmitted the specification information, power to charge a secondary cell (18), the power-transmission unit (28) being supplied with power from a commercial power system (20). The billing device (32) bills the owner of the electric vehicle specified by the specification information according to the amount of power transmitted to the electric vehicle (16) by the charger (12). Consequently, the electric-vehicle charging system (10) can easily calculate how much to pay according to the power transmitted from the stationary charger to the electric vehicle.

Description

電気自動車充電システム及び充電課金方法Electric vehicle charging system and charging billing method
　本発明は、電気自動車充電システム及び充電課金方法に関するものである。 The present invention relates to an electric vehicle charging system and a charging billing method.
　電気自動車の二次電池（バッテリ）への充電方法は、様々な方法が提案されている。 Various methods have been proposed for charging a secondary battery (battery) of an electric vehicle.
　特許文献１に記載の電力供給システムは、電力を送電する車両と、該車両から受電される車両を有し、電力を送電する車両のＥＣＵは、電力を受電する車両に対して無線で電力を送電し、電力を受電する車両のＥＣＵは、電力を送電する車両から送電された電力を受電すると、受電した電力を駆動用モータに供給し、駆動用モータを駆動する。
　また、特許文献１には、授受した電力に基づく料金の清算方法として、電力を送電する車両のＥＣＵが、送電した電力量に応じた料金を算出して情報管理センターに送信し、受電した車両のＥＴＣカードの所有者の口座から、電力を送電した車両のＥＴＣカードの所有者の口座に料金が振り込まれる。 The power supply system described in Patent Literature 1 includes a vehicle that transmits power and a vehicle that receives power from the vehicle, and an ECU of the vehicle that transmits power wirelessly transmits power to the vehicle that receives power. When receiving the electric power transmitted from the vehicle that transmits electric power, the ECU of the vehicle that transmits electric power and receives electric power supplies the received electric power to the driving motor and drives the driving motor.
Further, in Patent Document 1, as a method for clearing a fee based on received and received power, a vehicle ECU that transmits power calculates a fee according to the amount of transmitted power, transmits it to the information management center, and receives the received vehicle. The fee is transferred from the account of the ETC card owner of the vehicle to the account of the ETC card owner of the vehicle that has transmitted power.
特開２００５－１６８０８５号公報JP 2005-168085 A
　しかしながら、特許文献１に記載の授受した電力に基づく料金の清算方法は、移動する電気自動車間での電力の授受に関する方法であり、移動しない充電装置と電気自動車との間の電力の授受に関する方法ではない。 However, the fee settlement method based on the electric power exchanged in Patent Literature 1 is a method relating to electric power exchange between moving electric vehicles, and a method relating to electric power exchange between a non-moving charging device and an electric vehicle. is not.
　本発明は、このような事情に鑑みてなされたものであって、移動しない充電装置から電気自動車への送電に応じて、簡易に料金の清算ができる、電気自動車充電システム及び充電課金方法を提供することを目的とする。 The present invention has been made in view of such circumstances, and provides an electric vehicle charging system and a charge charging method that can easily settle a fee according to power transmission from a non-moving charging device to an electric vehicle. The purpose is to do.
　上記課題を解決するために、本発明の電気自動車充電システム及び充電課金方法は以下の手段を採用する。 In order to solve the above problems, the electric vehicle charging system and the charging method according to the present invention employ the following means.
　すなわち、本発明の第一態様に係る電気自動車充電システムは、電気自動車から送信される該電気自動車の所有者を特定するための特定情報を受信する受信手段、及び商用の電力系統から電力の供給がされ、前記特定情報を送信した前記電気自動車へ二次電池を充電するための送電を行う送電手段を有し、所定位置に設置された充電装置と、前記充電装置によって前記電気自動車へ送電した電力量に応じた料金を、前記特定情報によって特定される前記電気自動車の所有者に課金する課金装置と、を備える。 That is, the electric vehicle charging system according to the first aspect of the present invention includes a receiving means for receiving identification information for identifying the owner of the electric vehicle transmitted from the electric vehicle, and supply of electric power from a commercial power system. Power transmission means for performing power transmission for charging a secondary battery to the electric vehicle that has transmitted the specific information, and the charging device installed at a predetermined position and the power transmission device transmits power to the electric vehicle. A charging device that charges the owner of the electric vehicle specified by the specific information for a charge corresponding to the amount of electric power.
　本構成によれば、所定位置に設置された充電装置は、受信手段によって、電気自動車から送信される該電気自動車の所有者を特定するための特定情報を受信し、商用の電力系統から電力の供給がされる送電手段によって、特定情報を送信した電気自動車へ二次電池を充電するための送電を行う。これにより、その場で料金の授受をすることなく、電気自動車の二次電池への充電が行われる。なお、所定位置は、例えば電気自動車が走行する道路や、電気自動車を駐車する駐車場である。
　そして、課金装置によって、充電装置で電気自動車へ送電した電力量に応じた料金が、特定情報によって特定される電気自動車の所有者に課金される。
　これにより、本構成は、移動しない充電装置から電気自動車への送電に応じて、簡易に料金の清算ができる。 According to this configuration, the charging device installed at the predetermined position receives the specific information for identifying the owner of the electric vehicle transmitted from the electric vehicle by the receiving unit, and receives the power from the commercial power system. The supplied power transmission means performs power transmission for charging the secondary battery to the electric vehicle that transmitted the specific information. As a result, the secondary battery of the electric vehicle is charged without exchanging charges on the spot. The predetermined position is, for example, a road on which the electric vehicle travels or a parking lot where the electric vehicle is parked.
Then, the charging device charges a fee according to the amount of power transmitted to the electric vehicle by the charging device to the owner of the electric vehicle specified by the specific information.
Thereby, according to this structure, according to the power transmission from the charging device which does not move to an electric vehicle, a charge can be settled easily.
　上記第一態様では、前記充電装置が、電力が供給される電力系統に余剰電力が発生した場合、前記電気自動車への送電を行うことが好ましい。 In the first aspect, it is preferable that the charging device transmits power to the electric vehicle when surplus power is generated in a power system to which power is supplied.
　太陽光や風力等の自然エネルギーによって生成された電力は、自然エネルギーの不安定さによって過度的に上昇する場合がある。このような場合、過度的に上昇した余剰電力が消費されないと、発電量が抑制されたり、無駄に消費されていた。
　そこで、本構成によれば、電力系統に余剰電力が発生した場合に、電気自動車の二次電池に充電が行われるので、電力系統に発生した余剰電力を無駄にすることなく利用できる。 Electric power generated by natural energy such as sunlight and wind power may increase excessively due to instability of natural energy. In such a case, if the excessively increased surplus power is not consumed, the amount of power generation is suppressed or consumed wastefully.
Therefore, according to this configuration, when surplus power is generated in the power system, the secondary battery of the electric vehicle is charged, so that the surplus power generated in the power system can be used without being wasted.
　上記第一態様では、前記充電装置が、電力が供給される電力系統に余剰電力が発生した場合、前記電気自動車への送電電力を増加させることが好ましい。 In the first aspect, it is preferable that when the surplus power is generated in the power system to which power is supplied, the charging device increases the transmitted power to the electric vehicle.
　本構成によれば、電力系統に余剰電力が発生した場合に、電気自動車の二次電池への充電がより多く行われるので、電力系統に発生した余剰電力を無駄にすることなく利用できる。 According to this configuration, when surplus power is generated in the power system, the secondary battery of the electric vehicle is charged more frequently, so that the surplus power generated in the power system can be used without being wasted.
　上記第一態様では、前記電気自動車が、前記特定情報と共に前記二次電池の残充電電力量を示す残量情報を前記充電装置へ送信し、前記充電装置が、前記残量情報により示される残充電電力量に基づいて、電気自動車の前記二次電池の残充電電力量を、前記二次電池への充電の開始時から所定時間までの間に電欠しないとされる充電電力量以上とすることなく、前記二次電池へ充電を行うように、送電のタイミング又は送電電力を変化させることが好ましい。 In the first aspect, the electric vehicle transmits, to the charging device, remaining amount information indicating the remaining charge power amount of the secondary battery together with the specific information, and the charging device includes the remaining amount indicated by the remaining amount information. Based on the charge power amount, the remaining charge power amount of the secondary battery of the electric vehicle is set to be equal to or higher than the charge power amount that is assumed not to be depleted between the start of charging the secondary battery and a predetermined time. Instead, it is preferable to change the power transmission timing or the transmission power so that the secondary battery is charged.
　本構成によれば、電気自動車の二次電池は、満充電まで充電されるのではなく、更に充電可能な空き容量を残した充電状態となる。なお、所定時間は、例えば、電気料金が他の時間帯に比べて低い時間帯が始まる時間、所謂、深夜電力が使える時間である。
　従って、本構成は、電気自動車の二次電池への充電に適したタイミングにおいて、二次電池の空き容量を確保できる。 According to this configuration, the secondary battery of the electric vehicle is not charged until it is fully charged, but is in a charged state that leaves a free capacity that can be charged. Note that the predetermined time is, for example, a time at which a time period when the electricity rate is lower than the other time periods starts, that is, a time at which so-called midnight power can be used.
Therefore, this structure can ensure the free capacity of a secondary battery in the timing suitable for the charge to the secondary battery of an electric vehicle.
　上記第一態様では、前記電気自動車が、前記特定情報と共に前記二次電池の残充電電力量を示す残量情報を前記充電装置へ送信し、前記充電装置が、前記電気自動車が走行する道路に沿って設置され、道路を走行する複数の前記電気自動車に対して、前記残量情報に基づいて無線送電の時間割合を変化させることが好ましい。 In the first aspect, the electric vehicle transmits, to the charging device, remaining amount information indicating the remaining charge power amount of the secondary battery together with the specific information, and the charging device is on a road on which the electric vehicle is traveling. It is preferable that the time ratio of wireless power transmission is changed based on the remaining amount information for the plurality of electric vehicles that are installed along the road.
　本構成によれば、電気自動車が走行する道路に沿って設置された充電装置によって、道路を走行する複数の電気自動車に対して、残量情報に基づいて無線送電の時間割合が変化される。これにより、例えば、残充電電力量の少ない電気自動車が、優先して送電されるので、本構成は、複数の電気自動車が走行していても、より充電を必要とする電気自動車へ充電を行うことができる。 According to this configuration, the time ratio of wireless power transmission is changed based on the remaining amount information with respect to a plurality of electric vehicles traveling on the road by the charging device installed along the road on which the electric vehicle travels. Thereby, for example, an electric vehicle with a small amount of remaining charging power is transmitted with priority, so this configuration charges an electric vehicle that needs to be charged even when a plurality of electric vehicles are running. be able to.
　本発明の第二態様に係る充電課金方法は、電気自動車から送信される該電気自動車の所有者を特定するための特定情報を受信する第１工程と、商用の電力系統から電力の供給がされると共に、所定位置に設置された充電装置から、前記特定情報を送信した前記電気自動車へ二次電池を充電するための送電を行う第２工程と、前記充電装置によって前記電気自動車へ送電した電力量に応じた料金を、前記特定情報によって特定される前記電気自動車の所有者に課金する第３工程と、を含む。 The charging accounting method according to the second aspect of the present invention includes a first step of receiving identification information for identifying an owner of an electric vehicle transmitted from the electric vehicle, and power is supplied from a commercial power system. And a second step of transmitting power for charging a secondary battery from the charging device installed at a predetermined position to the electric vehicle that has transmitted the specific information, and electric power transmitted to the electric vehicle by the charging device. And a third step of charging the electric vehicle owner specified by the specifying information for a charge corresponding to the amount.
　本発明によれば、移動しない充電装置から電気自動車への送電に応じて、簡易に料金の清算ができる、という優れた効果を有する。 According to the present invention, there is an excellent effect that charges can be easily settled according to power transmission from a non-moving charging device to an electric vehicle.
本発明の第１実施形態に係る電気自動車用充電システムの構成図である。1 is a configuration diagram of a charging system for an electric vehicle according to a first embodiment of the present invention. 本発明の第１実施形態に係る電気自動車用充電システムにおける充電装置及び管理センターの機能を示す機能ブロック図である。It is a functional block diagram which shows the function of the charging device and management center in the charging system for electric vehicles which concerns on 1st Embodiment of this invention. 本発明の第１実施形態に係る充電処理の流れを示すフローチャートである。It is a flowchart which shows the flow of the charge process which concerns on 1st Embodiment of this invention. 本発明の第１実施形態に係る余剰電力発生処理の流れを示すフローチャートである。It is a flowchart which shows the flow of the surplus electric power generation process which concerns on 1st Embodiment of this invention. 本発明の第２実施形態に係る充電処理の流れを示すフローチャートである。It is a flowchart which shows the flow of the charge process which concerns on 2nd Embodiment of this invention.
　以下に、本発明に係る電気自動車充電システム及び充電課金方法の一実施形態について、図面を参照して説明する。 Hereinafter, an embodiment of an electric vehicle charging system and a charging method according to the present invention will be described with reference to the drawings.
〔第１実施形態〕
　以下、本発明の第１実施形態について説明する。 [First Embodiment]
The first embodiment of the present invention will be described below.
　図１は、本第１実施形態に係る電気自動車充電システム１０の概略図である。
　電気自動車充電システム１０は、充電装置１２及び管理センター１４を含んで構成され、充電装置１２によって電気自動車１６の二次電池１８（図２参照）が充電される。なお、電気自動車１６は、二次電池１８に充電された電力のみで駆動する電気自動車に限らず、ハイブリッド自動車であって二次電池に外部からの充電が可能とされている自動車（プラグインハイブリッド自動車）でもよい。 FIG. 1 is a schematic diagram of an electric vehicle charging system 10 according to the first embodiment.
The electric vehicle charging system 10 includes a charging device 12 and a management center 14, and the secondary battery 18 (see FIG. 2) of the electric vehicle 16 is charged by the charging device 12. The electric vehicle 16 is not limited to an electric vehicle driven by only the electric power charged in the secondary battery 18, but is a hybrid vehicle in which the secondary battery can be externally charged (plug-in hybrid). Car).
　充電装置１２は、所定位置に設置され、商用の電力系統２０（図２参照）から供給される電力によって、電気自動車１６へ二次電池１８を充電するための送電を行う。なお、本第１実施形態に係る充電装置１２は、電気自動車１６が走行する道路に沿って設置され、電磁波（例えばマイクロ波）等の無線送電によって走行中の電気自動車１６へ送電を行う。
　より具体的には、電気自動車１６は、詳細を後述する車両情報を基準信号として送信し、充電装置１２が基準信号を受信すると、基準信号が送信された方向へ向けて、無線送電を行い、電気自動車１６の二次電池１８を充電させる。 The charging device 12 is installed at a predetermined position, and performs power transmission for charging the secondary battery 18 to the electric vehicle 16 by power supplied from a commercial power system 20 (see FIG. 2). The charging device 12 according to the first embodiment is installed along the road on which the electric vehicle 16 travels, and transmits power to the traveling electric vehicle 16 by wireless power transmission such as electromagnetic waves (for example, microwaves).
More specifically, the electric vehicle 16 transmits vehicle information whose details will be described later as a reference signal. When the charging device 12 receives the reference signal, the electric vehicle 16 performs wireless power transmission toward the direction in which the reference signal is transmitted, The secondary battery 18 of the electric vehicle 16 is charged.
　そして、充電装置１２は、電気自動車１６への送電が終了すると、電気自動車１６へ送電した電力量を示す充電電力量情報を管理センター１４へ送信する。 Then, when the power transmission to the electric vehicle 16 is completed, the charging device 12 transmits charging power amount information indicating the amount of power transmitted to the electric vehicle 16 to the management center 14.
　管理センター１４は、充電装置１２から送信された充電電力量情報に基づいて、課金処理を行い、電気自動車１６の所有者（充電装置１２を利用可能な契約者、個人及び法人を含む。）へ充電料金の請求を行う。 The management center 14 performs a billing process based on the charging power amount information transmitted from the charging device 12 and includes the owner of the electric vehicle 16 (including contractors, individuals, and corporations that can use the charging device 12). Charge the charge.
　図２は、本第１実施形態に係る電気自動車充電システム１０における充電装置１２及び管理センター１４の機能を示す機能ブロック図である。 FIG. 2 is a functional block diagram showing functions of the charging device 12 and the management center 14 in the electric vehicle charging system 10 according to the first embodiment.
　電気自動車１６は、二次電池１８と共に、送信部２２及び受電部２４を備える。 The electric vehicle 16 includes a transmission unit 22 and a power reception unit 24 together with the secondary battery 18.
　送信部２２は、二次電池１８の残充電電力量を示す残量情報、電気自動車１６に固有のＩＤ（Identification）情報を含む車両情報を充電装置１２へ送信する。なお、ＩＤ情報は、電気自動車１６を特定する情報であって、電気自動車１６の所有者を示す情報（例えば所有者の住所及び氏名等）に関連付けられている。 The transmission unit 22 transmits remaining amount information indicating the remaining charge power amount of the secondary battery 18 and vehicle information including ID (Identification) information unique to the electric vehicle 16 to the charging device 12. The ID information is information for specifying the electric vehicle 16 and is associated with information indicating the owner of the electric vehicle 16 (for example, the address and name of the owner).
　受電部２４は、充電装置１２から送電される電力を受電し、二次電池１８の充電を行う。なお、本第１実施形態に係る無線送電によって受電する電気自動車１６は、屋根に受電部２４が備えられる。 The power receiving unit 24 receives the power transmitted from the charging device 12 and charges the secondary battery 18. The electric vehicle 16 that receives power by wireless power transmission according to the first embodiment includes a power receiving unit 24 on the roof.
　充電装置１２は、受信部２６及び送電部２８を備える。 The charging device 12 includes a receiving unit 26 and a power transmission unit 28.
　受信部２６は、電気自動車１６からの車両情報を受信し、車両情報を管理センター１４へ出力する。 The receiving unit 26 receives vehicle information from the electric vehicle 16 and outputs the vehicle information to the management center 14.
　送電部２８は、電気自動車１６へ送電する電力量を示す充電指令が管理センター１４から入力され、充電指令に基づいて受電部２４へ送電する。
　また、送電部２８は、電気自動車１６への送電が終了した後、充電電力量情報を管理センター１４へ出力する。 The power transmission unit 28 receives a charging command indicating the amount of power transmitted to the electric vehicle 16 from the management center 14 and transmits power to the power receiving unit 24 based on the charging command.
In addition, after the power transmission to the electric vehicle 16 is completed, the power transmission unit 28 outputs the charging power amount information to the management center 14.
　管理センター１４は、制御装置３０及び課金装置３２を備える。 The management center 14 includes a control device 30 and a billing device 32.
　制御装置３０は、充電装置１２から出力された車両情報に含まれる残量情報に基づいて充電指令を算出し、充電装置１２へ出力する。 The control device 30 calculates a charge command based on the remaining amount information included in the vehicle information output from the charging device 12 and outputs the charge command to the charging device 12.
　課金装置３２は、充電装置１２から出力される電気自動車１６毎の充電電力量情報に基づいて、各電気自動車１６の所有者に対する充電料金を算出する。なお、充電料金は、例えば月単位で電気自動車１６毎の充電電力量に所定値を乗算して算出される、又は充電電力量に関係なく定額とされる等、様々な方法で決定される。
　管理センター１４は、電気自動車１６の所有者に対して、充電料金を予め登録された銀行口座から月毎に引き落としたり、請求書を発行することによって、充電料金を請求する。 The charging device 32 calculates a charging fee for the owner of each electric vehicle 16 based on the charging power amount information for each electric vehicle 16 output from the charging device 12. The charging fee is determined by various methods, for example, calculated by multiplying the charging power amount for each electric vehicle 16 by a predetermined value on a monthly basis, or a fixed amount regardless of the charging power amount.
The management center 14 charges the charging fee to the owner of the electric vehicle 16 by withdrawing the charging fee from a bank account registered in advance or issuing a bill.
　なお、制御装置３０及び課金装置３２は、例えば、ＣＰＵ（Central　Processing　Unit）、ＲＡＭ（Random　Access　Memory）、及びコンピュータ読み取り可能な記録媒体等から構成されている。そして、制御装置３０及び課金装置３２の各種機能を実現するための一連の処理は、一例として、プログラムの形式で記録媒体等に記録されており、このプログラムをＣＰＵがＲＡＭ等に読み出して、情報の加工・演算処理を実行することにより、各種機能が実現される。 The control device 30 and the billing device 32 are composed of, for example, a CPU (Central Processing Unit), a RAM (Random Access Memory), a computer-readable recording medium, and the like. A series of processes for realizing various functions of the control device 30 and the billing device 32 is recorded on a recording medium or the like in the form of a program as an example. Various functions are realized by executing the machining / calculation process.
　また、本第１実施形態に係る電気自動車充電システム１０は、太陽光や風力等の自然エネルギーによって電力を生成するために、太陽電池や風力発電装置が電力系統２０に連系されている。そして、電力系統２０の電力を計測する電力計測装置３４が、電力系統２０の送電網に設けられている。
　電力計測装置３４は、基準となる電力よりも計測結果が大きい場合に、電力系統２０に余剰電力が発生したことを示す余剰電力情報を管理センター１４が備える制御装置３０へ出力する。 Moreover, in the electric vehicle charging system 10 according to the first embodiment, a solar cell and a wind power generator are linked to the power system 20 in order to generate electric power by natural energy such as sunlight and wind power. A power measuring device 34 that measures the power of the power system 20 is provided in the power transmission network of the power system 20.
When the measurement result is larger than the reference power, the power measurement device 34 outputs surplus power information indicating that surplus power has occurred in the power system 20 to the control device 30 provided in the management center 14.
　図３は、充電装置１２が充電可能な充電位置に電気自動車１６が位置し、充電装置１２を介して該電気自動車１６からの車両情報が制御装置３０へ入力された場合に、制御装置３０で実行される処理（以下、「充電処理」という。）の流れを示すフローチャートである。 FIG. 3 shows the control device 30 when the electric vehicle 16 is located at a charging position where the charging device 12 can be charged and vehicle information from the electric vehicle 16 is input to the control device 30 via the charging device 12. It is a flowchart which shows the flow of the process (henceforth "charge process") performed.
　まず、ステップ１００では、車両情報に含まれる残量情報に基づいて、充電指令を算出する。 First, in step 100, a charge command is calculated based on the remaining amount information included in the vehicle information.
　充電指令は、例えば、車両情報を送信した電気自動車１６の二次電池１８を満充電とする指令とされる。 The charge command is, for example, a command to fully charge the secondary battery 18 of the electric vehicle 16 that has transmitted the vehicle information.
　この他に充電指令は、残量情報により示される残充電電力量に基づいて、二次電池１８の残充電電力量を、二次電池１８への充電の開始時から所定時間までの間に電欠しないとされる充電電力量（以下、「予測必要電力量」という。）以上とすることなく、二次電池１８を充電する指令とされる。この指令により、電気自動車１６の二次電池１８は、満充電まで充電されるのではなく、更に充電可能な空き容量を残した充電状態となる。
　なお、上記所定時間は、例えば電気料金が他の時間帯に比べて低い時間帯が始まる時間、所謂、深夜電力の供給が開始される時刻であり、電気自動車１６の二次電池１８へ定期的に充電する時刻（以下、「定期充電開始時刻」という。）である。 In addition to this, the charging command determines the remaining charge power amount of the secondary battery 18 between the start of charging of the secondary battery 18 and the predetermined time based on the remaining charge power amount indicated by the remaining amount information. It is set as a command for charging the secondary battery 18 without exceeding the charging power amount (hereinafter referred to as “predicted required power amount”) that is assumed to be sufficient. By this command, the secondary battery 18 of the electric vehicle 16 is not charged until it is fully charged, but is in a charged state that leaves a free capacity that can be charged.
Note that the predetermined time is, for example, a time at which a time period when the electricity rate is lower than other time periods, that is, a time when supply of midnight power is started, and is periodically applied to the secondary battery 18 of the electric vehicle 16. Charging time (hereinafter referred to as “periodic charging start time”).
　予測必要電力量は、すなわち、定期充電開始時刻まで電気自動車１６を走行させても電欠させないために、二次電池１８へ充電されるべき電力量である。
　なお、予測必要電力量は、電気自動車１６の過去の消費電力量の時間変化を示す消費電力情報に基づいて算出される。消費電力情報は、電気自動車１６の過去の消費電力量の時間変化であり、電気自動車１６から送信される残量情報に基づいて、制御装置３０が備える記憶手段（不図示）に電気自動車１６毎に記憶されている。 That is, the predicted required power amount is the amount of power that should be charged to the secondary battery 18 in order not to run out of electricity even when the electric vehicle 16 is run until the regular charging start time.
The predicted required power amount is calculated based on the power consumption information indicating the temporal change in the past power consumption of the electric vehicle 16. The power consumption information is a temporal change in the past power consumption of the electric vehicle 16. Based on the remaining amount information transmitted from the electric vehicle 16, the power consumption information is stored in the storage means (not shown) included in the control device 30 for each electric vehicle 16. Is remembered.
　予測必要電力量を算出するために制御装置３０は、記憶している消費電力情報に基づいて、二次電池１８への充電の開始時から定期充電開始時刻までの時間間隔における過去（例えば数年分）の消費電力量の平均値、及び該時間間隔における過去の消費電力量の分散値を算出する。そして、制御装置３０は、算出した平均値と分散値とに基づいて予測必要電力量を算出する。
　なお、二次電池１８への充電の開始時は、充電のために電気自動車１６が充電位置に位置した時刻、すなわち車両情報が電気自動車１６から充電装置１２へ送信された時刻である。以下の説明では、「二次電池１８への充電の開始時」を「現在」とも表現する。 In order to calculate the predicted required power amount, the control device 30 determines the past (for example, several years) in the time interval from the start of charging the secondary battery 18 to the regular charging start time based on the stored power consumption information. Min) and a variance value of past power consumption in the time interval are calculated. Then, the control device 30 calculates the predicted required power amount based on the calculated average value and variance value.
The start of charging the secondary battery 18 is the time when the electric vehicle 16 is positioned at the charging position for charging, that is, the time when the vehicle information is transmitted from the electric vehicle 16 to the charging device 12. In the following description, “when charging of the secondary battery 18 starts” is also expressed as “current”.
　また、本第１実施形態では、分散値として標準偏差を用いる。さらに、本第１実施形態では、標準偏差として３σを用いるが、これに限らず、標準偏差としてσ、２σ、又は４σ等を用いてもよい。なお、標準偏差として３σを用いることによって、電気自動車１６の消費電力量が突発的に過大となる場合をも加味した予測必要電力量が、算出されることとなる。 In the first embodiment, a standard deviation is used as the variance value. Further, in the first embodiment, 3σ is used as the standard deviation, but not limited to this, σ, 2σ, 4σ, or the like may be used as the standard deviation. Note that, by using 3σ as the standard deviation, the predicted required power amount that takes into account the case where the power consumption amount of the electric vehicle 16 suddenly becomes excessive is calculated.
　下記（１）式は、ペイズの定理を用いて予測必要電力量を算出する演算式の一例である。（１）式は、現在時刻ｔ１から定期充電開始時刻ｔ２の間における、消費電力量の時歴密度の最良推定値に、その時刻、曜日、日、月の消費電力量の時歴密度の標準偏差を加算することによって、予測必要電力量を算出する。
　なお、最良推定値は、条件付き確率分布であり、より具体的には、その曜日、日、及び月の現在時刻ｔ１から定期充電開始時刻ｔ２の間の平均値である。
Figure JPOXMLDOC01-appb-M000001
 The following formula (1) is an example of an arithmetic expression for calculating the predicted required electric energy using the Pays theorem. Equation (1) is a standard of the historical density of power consumption at the time, day of the week, day, and month as the best estimate of the historical density of power consumption from the current time t1 to the regular charging start time t2. By calculating the deviation, the predicted required electric energy is calculated.
The best estimated value is a conditional probability distribution, and more specifically, an average value between the current time t1 of the day of the week, the day, and the month and the periodic charging start time t2.
Figure JPOXMLDOC01-appb-M000001
　そして、制御装置３０は、残量情報により示される残充電電力量と予測必要電力量に基づいて、送電のタイミング又は送電電力を変化させる充電指令を算出する。
　具体的には、制御装置３０は、例えば、残充電電力量が予測必要電力量以上の場合には、送電を遅らせる充電指令、すなわちその場で送電を行わない充電指令（送電時間が０（零）時間）を算出する。
　また、制御装置３０は、残充電電力量が予測必要電力量未満であるものの予測必要電力量の所定割合（例えば７０％）以上の場合、二次電池１８を急速に充電する必要はないため、送電電力を基準値以下（例えば５０％）で送電する充電指令を算出し、残充電電力量が、所定割合以下の場合、送電電力を基準値で送電する充電指令を算出する。
　このように、充電指令は、例えば送電電力及び送電時間によって構成される。 And the control apparatus 30 calculates the charge instruction | command which changes the timing of transmission, or transmission power based on the remaining charge electric energy shown by residual amount information, and prediction required electric energy.
Specifically, for example, when the remaining charge power amount is equal to or greater than the predicted required power amount, the control device 30 charges a charge command that delays power transmission, that is, a charge command that does not perform power transmission on the spot (power transmission time is 0 (zero). ) Calculate time).
Moreover, since the control apparatus 30 does not need to charge the secondary battery 18 rapidly when the remaining charge power amount is less than the predicted required power amount but is greater than or equal to a predetermined ratio (for example, 70%) of the predicted required power amount, A charge command for transmitting the transmission power at a reference value or less (for example, 50%) is calculated. If the remaining charge power amount is a predetermined ratio or less, a charge command for transmitting the transmission power at the reference value is calculated.
In this way, the charging command is configured by, for example, transmission power and transmission time.
　次のステップ１０２では、算出した充電指令を充電装置１２へ出力する。
　充電装置１２は、充電指令が入力されると、充電指令により示される送電電力及び送電時間に基づいて、車両情報を送信した電気自動車１６へ送電する。これにより、その場で料金の授受をすることなく、電気自動車１６の二次電池１８への充電が行われる。
　充電装置１２は、電気自動車１６への送電が終了すると、充電電力量情報を制御装置３０へ出力する。 In the next step 102, the calculated charging command is output to the charging device 12.
When the charging command is input, the charging device 12 transmits power to the electric vehicle 16 that has transmitted the vehicle information based on the transmitted power and the transmission time indicated by the charging command. Thereby, the secondary battery 18 of the electric vehicle 16 is charged without exchanging charges on the spot.
When the power transmission to the electric vehicle 16 is completed, the charging device 12 outputs charging power amount information to the control device 30.
　次のステップ１０４では、充電装置１２から出力された充電電力量情報が入力されるまで待ち状態となり、制御装置３０に充電電力量情報が入力されるとステップ１０６へ移行する。 In the next step 104, the process waits until the charging power amount information output from the charging device 12 is input. When the charging power amount information is input to the control device 30, the process proceeds to step 106.
　なお、充電電力量情報は、充電装置１２が電気自動車１６へ送電した電力量そのものでもよいし、電気自動車１６の二次電池１８に実際に充電された電力量でもよい。二次電池１８に実際に充電された電力量は、電気自動車１６が残量情報を充電装置１２へ逐次送信することによって、送電終了前と送電終了後の残充電電力量の差が算出されることで求められる。 The charging power amount information may be the amount of power itself transmitted to the electric vehicle 16 by the charging device 12 or the amount of power actually charged in the secondary battery 18 of the electric vehicle 16. The amount of power actually charged in the secondary battery 18 is calculated by the electric vehicle 16 sequentially transmitting the remaining amount information to the charging device 12, thereby calculating the difference between the remaining charged energy before and after the end of power transmission. Is required.
　ステップ１０６では、充電電力量情報により示される電力量に基づいて、課金装置３２が、車両情報に含まれるＩＤ情報により示される所有者に対する充電料金を算出する。なお、充電料金が、例えば月毎の定額制のような場合、定額制に応じた処理（例えば充電した日時及び使用した電力量のみの記憶）がなされる。 In step 106, the charging device 32 calculates a charging fee for the owner indicated by the ID information included in the vehicle information based on the electric energy indicated by the charging electric energy information. When the charging fee is, for example, a monthly fixed amount system, processing corresponding to the fixed amount system (for example, storing only the date and time of charging and the amount of power used) is performed.
　ステップ１０６の処理が終了することによって、充電処理は終了される。 When the process of step 106 is completed, the charging process is terminated.
　また、本第１実施形態に係る電気自動車充電システム１０は、電力が供給される電力系統２０に余剰電力が発生した場合に、電気自動車１６への送電を行う。
　余剰電力の発生は、電力計測装置３４からの余剰電力情報が制御装置３０に入力されることにより検知される。 The electric vehicle charging system 10 according to the first embodiment transmits power to the electric vehicle 16 when surplus power is generated in the power system 20 to which power is supplied.
Generation of surplus power is detected by inputting surplus power information from the power measuring device 34 to the control device 30.
　太陽光や風力等の自然エネルギーによって生成された電力は、自然エネルギーの不安定さによって過度的に上昇する場合がある。このような場合、過度的に上昇した余剰電力が消費されないと、発電量が抑制されたり、無駄に消費されていた。
　そこで、本第１実施形態に係る電気自動車充電システム１０によれば、電力系統２０に余剰電力が発生した場合に、電気自動車１６の二次電池１８に充電が行われるので、電力系統２０に発生した余剰電力を無駄にすることなく利用できる。 Electric power generated by natural energy such as sunlight and wind power may increase excessively due to instability of natural energy. In such a case, if the excessively increased surplus power is not consumed, the amount of power generation is suppressed or consumed wastefully.
Therefore, according to the electric vehicle charging system 10 according to the first embodiment, when the surplus power is generated in the power system 20, the secondary battery 18 of the electric vehicle 16 is charged. It can be used without wasting the surplus power.
　図４は、制御装置３０に余剰電力情報が入力された場合に、制御装置３０で実行される処理（以下、「余剰電力発生処理」という。）の流れを示すフローチャートである。 FIG. 4 is a flowchart showing a flow of processing (hereinafter referred to as “surplus power generation processing”) executed by the control device 30 when surplus power information is input to the control device 30.
　まず、ステップ２００では、充電装置１２が送電可能な充電位置に電気自動車１６が位置しているか否かを判定し、肯定判定の場合は、ステップ２０２へ移行し、否定判定の場合は、本余剰電力発生処理は終了される。
　なお、ステップ２００における判定処理は、充電装置１２を介した制御装置３０への車両情報の入力の有無によって判定される。すなわち、制御装置３０に車両情報が入力されている状態では、充電位置に電気自動車１６が位置していると判定される。 First, in step 200, it is determined whether or not the electric vehicle 16 is located at a charging position where the charging device 12 can transmit power. If the determination is affirmative, the process proceeds to step 202. If the determination is negative, the surplus is determined. The power generation process is terminated.
Note that the determination process in step 200 is determined based on whether vehicle information is input to the control device 30 via the charging device 12. That is, it is determined that the electric vehicle 16 is located at the charging position when the vehicle information is input to the control device 30.
　ステップ２０２では、電気自動車１６の二次電池１８を満充電とするための充電指令を算出する。ここで、満充電とするための充電指令とする理由は、可能な限り余剰電力を消費するためである。
　なお、上述したように、電気自動車１６の二次電池１８の残充電電力量が、予測必要電力量以上とされないことによって、二次電池１８の空き容量を確保されるため、余剰電力が発生した場合に、余剰電力をより多く充電可能となる。 In step 202, a charge command for fully charging the secondary battery 18 of the electric vehicle 16 is calculated. Here, the reason for setting the charge command for full charge is to consume surplus power as much as possible.
In addition, as above-mentioned, since the remaining charge electric energy of the secondary battery 18 of the electric vehicle 16 is not made more than prediction required electric energy, since the free capacity of the secondary battery 18 is ensured, surplus electric power generate | occur | produced. In this case, it becomes possible to charge more surplus power.
　また、制御装置３０は、充電指令として、電気自動車１６への送電電力を増加させる指令を算出してもよい。これにより、電力系統２０に余剰電力が発生した場合に、電気自動車１６の二次電池１８への充電がより多く行われるので、電力系統２０に発生した余剰電力を無駄にすることなく利用できる。
　例えば、余剰電力が発生していない通常の場合の送電電力を１００Ｗとすると、余剰電力が発生した場合の送電電力は、１５０Ｗとされる。 Control device 30 may calculate a command for increasing the transmission power to electric vehicle 16 as the charging command. As a result, when surplus power is generated in the power system 20, the secondary battery 18 of the electric vehicle 16 is charged more frequently, so that the surplus power generated in the power system 20 can be used without being wasted.
For example, if the transmission power in a normal case where surplus power is not generated is 100 W, the transmission power when surplus power is generated is 150 W.
　次のステップ２０４では、算出した充電指令を充電装置１２へ出力する。 In the next step 204, the calculated charging command is output to the charging device 12.
　次のステップ２０６では、充電装置１２から出力された充電電力量情報が入力されるまで待ち状態となり、制御装置３０に充電電力量情報が入力されるとステップ２０８へ移行する。 In the next step 206, the process waits until the charging power amount information output from the charging device 12 is input. When the charging power amount information is input to the control device 30, the process proceeds to step 208.
　ステップ２０８では、充電電力量情報により示される電力量に基づいて、課金装置３２が車両情報に含まれるＩＤ情報により示される所有者に対する充電料金を算出し、充電処理は終了される。 In step 208, the charging device 32 calculates a charging fee for the owner indicated by the ID information included in the vehicle information based on the electric energy indicated by the charging electric energy information, and the charging process is terminated.
　以上説明したように、本第１実施形態に係る電気自動車充電システム１０は、電気自動車１６から送信される該電気自動車１６の所有者を特定するための特定情報を受信する受信部２６、及び商用の電力系統２０から電力の供給がされ、特定情報を送信した電気自動車１６へ二次電池１８を充電するための送電を行う送電部２８を有し、所定位置に設置された充電装置１２と、充電装置１２によって電気自動車１６へ送電した電力量に応じた料金を、特定情報によって特定される電気自動車の所有者に課金する課金装置３２と、を備える。
　これにより、本第１実施形態に係る電気自動車充電システム１０は、移動しない充電装置から電気自動車への送電に応じて、簡易に料金の清算ができる。 As described above, the electric vehicle charging system 10 according to the first embodiment includes the receiving unit 26 that receives the specific information transmitted from the electric vehicle 16 for specifying the owner of the electric vehicle 16, and the commercial vehicle. A power supply unit 28 configured to transmit power for charging the secondary battery 18 to the electric vehicle 16 that is supplied with power from the power system 20 and transmits the specific information; A charging device 32 that charges the owner of the electric vehicle specified by the specific information for a fee corresponding to the amount of power transmitted to the electric vehicle 16 by the charging device 12.
Thereby, the electric vehicle charging system 10 according to the first embodiment can easily settle the fee according to the power transmission from the charging device that does not move to the electric vehicle.
〔第２実施形態〕
　以下、本発明の第２実施形態について説明する。 [Second Embodiment]
Hereinafter, a second embodiment of the present invention will be described.
　なお、本第２実施形態に係る電気自動車充電システム１０の構成は、図１，２に示す第１実施形態に係る電気自動車充電システム１０の構成と同様であるので説明を省略する。 The configuration of the electric vehicle charging system 10 according to the second embodiment is the same as the configuration of the electric vehicle charging system 10 according to the first embodiment shown in FIGS.
　本第２実施形態では、電気自動車１６が走行する道路に沿って設置された充電装置１２が、道路を走行する複数の電気自動車１６へ送電を行う場合について説明する。 In the second embodiment, a case will be described in which the charging device 12 installed along the road on which the electric vehicle 16 travels transmits power to a plurality of electric vehicles 16 traveling on the road.
　図５は、本第２実施形態に係る充電処理の流れを示すフローチャートである。なお、図５における図３と同一のステップについては図３と同一の符号を付して、その説明を一部又は全部省略する。 FIG. 5 is a flowchart showing the flow of the charging process according to the second embodiment. In FIG. 5, the same steps as those in FIG. 3 are denoted by the same reference numerals as those in FIG. 3, and the description thereof is partially or entirely omitted.
　まず、ステップ３００では、一つの充電装置１２が送電可能な充電位置に複数の電気自動車１６が位置しているか否かを判定し、肯定判定の場合は、ステップ３０２へ移行し、否定判定の場合は、ステップ１００へ移行する。ステップ３００における判定処理は、充電装置１２を介して複数の車両情報が制御装置３０へ入力されたか否かを判定する。 First, in step 300, it is determined whether or not a plurality of electric vehicles 16 are located at a charging position where one charging device 12 can transmit power. If the determination is affirmative, the process proceeds to step 302, and the determination is negative. Shifts to Step 100. The determination process in step 300 determines whether or not a plurality of vehicle information is input to the control device 30 via the charging device 12.
　ステップ３０２では、入力されて複数の車両情報に対応する電気自動車１６毎に、充電指令を算出する。 In step 302, a charging command is calculated for each electric vehicle 16 that is input and corresponds to a plurality of vehicle information.
　ステップ３０２において制御装置３０は、電気自動車１６毎の車両情報に含まれる残量情報に基づいて、充電装置１２からの無線送電の時間割合が変化するように電気自動車１６毎の充電指令を算出し、ステップ１０２へ移行する。 In step 302, the control device 30 calculates a charging command for each electric vehicle 16 based on the remaining amount information included in the vehicle information for each electric vehicle 16 so that the time ratio of wireless power transmission from the charging device 12 changes. The process proceeds to step 102.
　具体的には、制御装置３０は、残量情報により示される残充電電力量がより低い電気自動車１６への無線送電の時間割合が大きくなるように、充電指令を算出する。 Specifically, the control device 30 calculates the charging command so that the time ratio of wireless power transmission to the electric vehicle 16 having a lower remaining charge power amount indicated by the remaining amount information is increased.
　充電装置１２は、充電指令が入力されると、充電指令に基づいた時間割合（時分割）で電気自動車１６毎に送電するように、送電部２８を回動させる。 When the charging command is input, the charging device 12 rotates the power transmission unit 28 so as to transmit power to each electric vehicle 16 at a time ratio (time division) based on the charging command.
　これにより、残充電電力量の少ない電気自動車１６が、優先して送電されるので、本第２実施形態に係る電気自動車充電システム１０は、複数の電気自動車１６が走行していても、より充電を必要とする電気自動車１６へ充電を行うことができる。 Thereby, since the electric vehicle 16 with a small amount of remaining charging power is transmitted with priority, the electric vehicle charging system 10 according to the second embodiment is more charged even when a plurality of electric vehicles 16 are traveling. It is possible to charge the electric vehicle 16 that needs to be charged.
　なお、本第２実施形態でも、第１実施形態と同様に、残量情報により示される残充電電力量と予測必要電力量に基づいて、送電のタイミング又は送電電力を変化させる充電指令を、複数の電気自動車１６毎に算出してもよい。 In the second embodiment as well, as in the first embodiment, a plurality of charging commands for changing the transmission timing or the transmission power based on the remaining charge power amount and the predicted required power amount indicated by the remaining amount information are provided. It may be calculated for each electric vehicle 16.
　以上、本発明を、上記各実施形態を用いて説明したが、本発明の技術的範囲は上記実施形態に記載の範囲には限定されない。発明の要旨を逸脱しない範囲で上記各実施形態に多様な変更又は改良を加えることができ、該変更又は改良を加えた形態も本発明の技術的範囲に含まれる。 As mentioned above, although this invention was demonstrated using said each embodiment, the technical scope of this invention is not limited to the range as described in the said embodiment. Various changes or improvements can be added to the above-described embodiments without departing from the gist of the invention, and embodiments to which the changes or improvements are added are also included in the technical scope of the present invention.
　例えば、上記各実施形態では、充電装置１２が道路に沿って設置される形態について説明したが、本発明は、これに限定されるものではなく、充電装置１２が一時利用又は月極め利用等の商用の駐車場や商業施設の駐車場に隣接して設置される形態としてもよいし、充電装置１２が一般家屋の駐車場に隣接して設置される形態としてもよい。 For example, in each of the above-described embodiments, the form in which the charging device 12 is installed along the road has been described. However, the present invention is not limited to this, and the charging device 12 is used for commercial use such as temporary use or monthly use. It is good also as a form installed adjacent to the parking lot of this, and the parking lot of a commercial facility, and the charging device 12 is good also as a form installed adjacent to the parking lot of a general house.
　また、上記各実施形態では、充電指令が充電装置１２とは異なる管理センター１４で算出される形態について説明したが、本発明は、これに限定されるものではなく、充電指令が充電装置１２で算出され、管理センター１４で課金される形態としてもよい。 Moreover, although each said embodiment demonstrated the form from which the charge instruction | command was calculated in the management center 14 different from the charging device 12, this invention is not limited to this, A charging instruction | command is the charging device 12 It may be calculated and charged at the management center 14.
　また、上記各実施形態で説明した各処理の流れも一例であり、本発明の主旨を逸脱しない範囲内において不要なステップを削除したり、新たなステップを追加したり、処理順序を入れ替えたりしてもよい。 The flow of each process described in each of the above embodiments is also an example, and unnecessary steps are deleted, new steps are added, and the processing order is changed within a range not departing from the gist of the present invention. May be.
　１０　　電気自動車充電システム
　１２　　充電装置
　１４　　管理センター
　１６　　電気自動車
　２０　　電力系統
　２６　　受信部
　２８　　送電部
　３２　　課金装置 DESCRIPTION OF SYMBOLS 10 Electric vehicle charging system 12 Charging apparatus 14 Management center 16 Electric vehicle 20 Electric power system 26 Receiving part 28 Power transmission part 32 Billing apparatus

Claims (6)

  1. 　電気自動車から送信される該電気自動車の所有者を特定するための特定情報を受信する受信手段、及び商用の電力系統から電力の供給がされ、前記特定情報を送信した前記電気自動車へ二次電池を充電するための送電を行う送電手段を有し、所定位置に設置された充電装置と、
    　前記充電装置によって前記電気自動車へ送電した電力量に応じた料金を、前記特定情報によって特定される前記電気自動車の所有者に課金する課金装置と、
    を備える電気自動車充電システム。     Receiving means for receiving the specific information for specifying the owner of the electric vehicle transmitted from the electric vehicle, and a secondary battery to the electric vehicle that is supplied with power from the commercial power system and transmits the specific information A charging device installed in a predetermined position, having a power transmission means for transmitting power for charging
    A charging device that charges a fee according to the amount of power transmitted to the electric vehicle by the charging device to an owner of the electric vehicle specified by the specifying information;
    An electric vehicle charging system comprising:
  2. 　前記充電装置は、電力が供給される電力系統に余剰電力が発生した場合、前記電気自動車への送電を行う請求項１記載の電気自動車充電システム。 The electric vehicle charging system according to claim 1, wherein the charging device performs power transmission to the electric vehicle when surplus power is generated in an electric power system to which electric power is supplied.
  3. 　前記充電装置は、電力が供給される電力系統に余剰電力が発生した場合、前記電気自動車への送電電力を増加させる請求項１又は請求項２記載の電気自動車充電システム。 3. The electric vehicle charging system according to claim 1, wherein the charging device increases transmission power to the electric vehicle when surplus power is generated in an electric power system to which electric power is supplied.
  4. 　前記電気自動車は、前記特定情報と共に前記二次電池の残充電電力量を示す残量情報を前記充電装置へ送信し、
    　前記充電装置は、前記残量情報により示される残充電電力量に基づいて、電気自動車の前記二次電池の残充電電力量を、前記二次電池への充電の開始時から所定時間までの間に電欠しないとされる充電電力量以上とすることなく、前記二次電池へ充電を行うように、送電のタイミング又は送電電力を変化させる請求項１から請求項３の何れか１項記載の電気自動車充電システム。     The electric vehicle transmits, to the charging device, remaining amount information indicating a remaining charge power amount of the secondary battery together with the specific information,
    The charging device determines the remaining charge power amount of the secondary battery of the electric vehicle based on the remaining charge power amount indicated by the remaining amount information from the start of charging the secondary battery to a predetermined time. 4. The power transmission timing or the transmission power is changed so that the secondary battery is charged without exceeding the amount of charging power that is assumed not to be short of electricity. 5. Electric vehicle charging system.
  5. 　前記電気自動車は、前記特定情報と共に前記二次電池の残充電電力量を示す残量情報を前記充電装置へ送信し、
    　前記充電装置は、前記電気自動車が走行する道路に沿って設置され、道路を走行する複数の前記電気自動車に対して、前記残量情報に基づいて無線送電の時間割合を変化させる請求項１から請求項４の何れか１項記載の電気自動車充電システム。     The electric vehicle transmits, to the charging device, remaining amount information indicating a remaining charge power amount of the secondary battery together with the specific information,
    The charging device is installed along a road on which the electric vehicle travels, and changes a time ratio of wireless power transmission based on the remaining amount information for the plurality of electric vehicles traveling on the road. The electric vehicle charging system according to claim 4.
  6. 　電気自動車から送信される該電気自動車の所有者を特定するための特定情報を受信する第１工程と、
    　商用の電力系統から電力の供給がされると共に、所定位置に設置された充電装置から、前記特定情報を送信した前記電気自動車へ二次電池を充電するための送電を行う第２工程と、
    　前記充電装置によって前記電気自動車へ送電した電力量に応じた料金を、前記特定情報によって特定される前記電気自動車の所有者に課金する第３工程と、
    を含む充電課金方法。     A first step of receiving identification information for identifying an owner of the electric vehicle transmitted from the electric vehicle;
    A second step of performing power transmission for charging a secondary battery from the charging device installed at a predetermined position to the electric vehicle that has transmitted the specific information, while power is supplied from a commercial power system;
    A third step of charging a fee according to the amount of power transmitted to the electric vehicle by the charging device to the owner of the electric vehicle specified by the specifying information;
    Including charge billing method.
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