WO2020129782A1 - Dispositif de traitement de données, dispositif de charge/décharge, et procédé de traitement de données - Google Patents

Dispositif de traitement de données, dispositif de charge/décharge, et procédé de traitement de données Download PDF

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Publication number
WO2020129782A1
WO2020129782A1 PCT/JP2019/048542 JP2019048542W WO2020129782A1 WO 2020129782 A1 WO2020129782 A1 WO 2020129782A1 JP 2019048542 W JP2019048542 W JP 2019048542W WO 2020129782 A1 WO2020129782 A1 WO 2020129782A1
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WIPO (PCT)
Prior art keywords
charging
vehicle
data
value
discharging
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Application number
PCT/JP2019/048542
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English (en)
Japanese (ja)
Inventor
岡田　直樹
晋吾 小山
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株式会社椿本チエイン
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Priority claimed from JP2019217180A external-priority patent/JP6737390B2/ja
Application filed by 株式会社椿本チエイン filed Critical 株式会社椿本チエイン
Publication of WO2020129782A1 publication Critical patent/WO2020129782A1/fr

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    • 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
    • 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
    • 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
    • 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
    • Y04S30/12—Remote or cooperative charging

Definitions

  • the present invention relates to a data processing device, a charging/discharging device, and a data processing method.
  • Patent Documents 1 to 3 technologies related to charging and discharging electric vehicles have been disclosed.
  • Patent Documents 1 and 2 electric power supply for an electric vehicle that calculates a charging progress state of a vehicle-mounted battery of a registered electric vehicle based on user master information and charging characteristic data stored in advance and measurement data for a registered electric vehicle of a user.
  • a system is disclosed.
  • the latest charging history data is compared with past charging history data or charging characteristic data of an on-vehicle battery without deterioration to determine the deterioration state of the on-vehicle battery.
  • the charging characteristic data for each vehicle type it is possible to calculate the charging progress status of the on-board battery of the electric vehicle other than the registered electric vehicle, and to determine the deterioration status of the on-board battery of the electric vehicle. It is also possible.
  • Patent Document 3 based on the past traveling information of each electric vehicle (or the past traveling information of the same vehicle type as the target vehicle) and the charging amount at the time of charging, the electric power cost of each electric vehicle is calculated, and the electric power cost and the target are calculated.
  • a state-of-charge estimating device that estimates the amount of charge of a target vehicle based on the travel route of the vehicle.
  • the method of defining the range of chargeable/dischargeable storage capacity or charging rate of the onboard storage battery differs depending on the vehicle type. Therefore, when the charging/discharging device or its higher-level device uniformly calculates the values related to the charging/discharging operation for various vehicle types, even if the charging/discharging is determined to be possible with respect to the onboard storage battery, There is a possibility that the charging/discharging operation will be stopped by the instruction. Further, even if the charging/discharging device or a higher-level device thereof is within the range determined to be capable of charging/discharging the on-vehicle storage battery at the rated output, there is a possibility that the charging/discharging operation at the rated output cannot be performed.
  • Patent Documents 1 and 2 do not disclose the charging/discharging process in the charging/discharging device or its superordinate device in consideration of the above-described method for each vehicle type.
  • An aspect of the present invention is to realize a charging/discharging device and a data processing method capable of performing a charging/discharging operation according to the current state of a vehicle-mounted storage battery of an electric vehicle for each vehicle type.
  • a data processing device is connected to an on-vehicle battery of an electric vehicle, and has characteristics in transmitting and receiving signals or communication data between the electric vehicle and a charging/discharging device.
  • An acquisition unit that acquires, and a data generation unit that generates data including a value related to the charging/discharging operation toward the charging/discharging device or a higher-level device that controls the charging/discharging operation of the vehicle-mounted battery based on the acquired characteristics. Equipped with.
  • a data processing device indicates a plurality of types of values related to an on-vehicle battery of an electric vehicle, and is predetermined by communication between the electric vehicle and a charging/discharging device.
  • a pre-recorded table using an input unit to which primary data acquired in a different format is input, at least a part of the values of the plurality of types, or information indicating the characteristics of the communication.
  • a conversion unit that converts the primary data into more generalized secondary data.
  • a charging/discharging device indicates a plurality of types of values related to an on-vehicle battery of an electric vehicle, and is previously set by communication between the electric vehicle and the charging/discharging device.
  • Primary data acquired in a predetermined format is input, at least a part of the values of the plurality of types, or information indicating the characteristics of the communication is used to estimate the electric vehicle, and the in-vehicle battery is estimated. Control the charging/discharging operation for.
  • a data processing method relates to a vehicle-mounted battery of an electric vehicle, acquires characteristics in transmission and reception of signals or communication data between the electric vehicle and a charging/discharging device, and based on the acquired characteristics, A process of generating data including a value relating to the charging/discharging operation toward the charging/discharging device or a host device that controls the charging/discharging operation of the vehicle-mounted battery is included.
  • FIG. 6 is a flowchart illustrating an example of a data generation processing procedure by a control circuit. It is a figure which shows an example of the table used in the charging/discharging system of FIG. It is a figure which shows an example of the table used in the charging/discharging system of FIG. It is a figure which shows an example of the table used in the charging/discharging system of FIG. 6 is a flowchart showing an example of a procedure for updating a table by the control circuit.
  • a “charging/discharging device” (example: charging/discharging device 10) means (1) a charging/discharging device capable of performing both charging and discharging, (2) a charging device performing only charging, And (3) any one of the discharging devices that perform only the discharging operation.
  • the charging/discharging device in this specification is a concept including a charging/discharging device, a charging device, and a discharging device.
  • charge/discharge” comprehensively includes both charging and discharging operations. That is, “charging/discharging” in this specification refers to at least one of charging and discharging.
  • FIG. 1 is a diagram schematically showing an example of the charging/discharging system 1.
  • the charging/discharging system 1 includes a charging/discharging device 10, a distribution board 20, an electric vehicle 200, an EMS (Energy Management System) controller 300 (upper device), and a commercial power system 410.
  • the EMS controller 300 is connected to the command center 400.
  • the commercial power system 410 is a power system from a power company.
  • a power system is a system that integrates power generation, transformation, transmission, and distribution for supplying power.
  • the distribution board 20 is connected to the commercial power system 410.
  • Commercial AC power having a specified voltage eg, 100 V
  • the AC power is supplied to the charging/discharging device 10 through the distribution board 20.
  • the charging/discharging device 10 operates using AC power (or DC power converted from AC power) supplied through the distribution board 20.
  • the EMS controller 300 is a controller that controls and manages the charging/discharging device 10. Specifically, the EMS controller 300 is connected to the charging/discharging device 10 via, for example, a communication cable (eg: LAN (Local Area Network) cable). In the example of FIG. 1, the EMS controller 300 is wire-connected to the charging/discharging device 10 via the hub 21 of the distribution board 20. However, the EMS controller 300 and the charging/discharging device 10 may be wirelessly connected. The EMS controller 300 controls each operation mode of the charging/discharging device 10 or the amount of charging/discharging.
  • a communication cable eg: LAN (Local Area Network) cable
  • the central controller (not shown) of the server connected to the network may control and manage the charging/discharging device 10.
  • the centralized controller causes the EMS controller 300 to control and manage the charging/discharging device 10 by transmitting an instruction regarding the charging/discharging operation or an instruction regarding the charging/discharging amount to the EMS controller 300.
  • the EMS controller 300 may be a centralized controller.
  • the electric vehicle 200 is, for example, an electric vehicle (EV: Electric Vehicle), a plug-in hybrid vehicle (PHV), a PHEV: Plug-in Hybrid Electric Vehicle, or a fuel cell vehicle (FCV: Fuel Cell Vehicle).
  • EV Electric Vehicle
  • PSV plug-in hybrid vehicle
  • FCV Fuel Cell Vehicle
  • the electric vehicle 200 is equipped with a vehicle-mounted storage battery 210 (vehicle-mounted battery).
  • the onboard storage battery 210 may be a known secondary battery.
  • the power in the onboard storage battery 210 may be supplied to the load (not shown) in the charge/discharge system 1 by the charge/discharge device 10.
  • the power supply process at the time of the power failure is particularly referred to as an independent operation of the charging/discharging device 10.
  • the electric power in the onboard storage battery 210 can be supplied to the load.
  • AC power is supplied to the load from both the commercial power system 410 and the charging/discharging device 10.
  • This power supply process at the time of non-power failure is particularly referred to as a grid interconnection operation of the charging/discharging device 10.
  • the charging/discharging device 10 controls charging/discharging of the vehicle-mounted storage battery 210.
  • the charging/discharging device 10 charges/discharges the vehicle-mounted storage battery 210 based on an instruction from the EMS controller 300.
  • the charging/discharging device 10 may charge/discharge the in-vehicle storage battery 210 based on an instruction from the electric vehicle 200.
  • the charging/discharging device 10 may charge/discharge the in-vehicle storage battery 210 based on an input operation by the user.
  • the charging/discharging device 10 includes a charging/discharging circuit 11, a control circuit 12 (data processing device), a transformer 13, a power supply circuit 14, and a starting battery 15.
  • the control circuit 12 includes a vehicle type estimation unit 120 (input unit, conversion unit), a data conversion unit 121 (conversion unit), a data generation unit 122, and a charge/discharge control unit 123.
  • the charging/discharging device 10 includes a known connection mechanism (example: connector and cable) (not shown) for connection with the onboard storage battery 210.
  • the cable includes, for example, a power line, a signal line, and a CAN (Controller Area Network) signal line.
  • a power line When charging/discharging the in-vehicle storage battery 210, electric power is supplied from the charging/discharging device 10 to the electric vehicle 200 or from the electric vehicle 200 to the charging/discharging device 10 via the power line.
  • Various signals are transmitted/received between the charging/discharging device 10 and the electric vehicle 200 during charging/discharging of the onboard storage battery 210 via the signal line and the CAN signal line.
  • the charging/discharging device 10 is connected to the secondary side (downstream) of the distribution board 20 via an AC power line.
  • the power supply circuit 14 of the charging/discharging device 10 can receive the AC power through the distribution board 20.
  • the charging/discharging device 10 uses commercial AC power supplied from the commercial power system 410 to the charging/discharging device 10 via the distribution board 20 as a control power source of the charging/discharging device 10.
  • the control power supply is a power supply for obtaining control power of a predetermined voltage (for example, 12 V) necessary for starting up the charging/discharging device 10 and subsequent operations.
  • the power supply circuit 14 converts the supplied AC power into control power of a predetermined voltage (for example, 12 V) used for the operation of the charging/discharging device 10 and supplies the control power to the control circuit 12. This activates the control circuit 12 and the like.
  • the power supply circuit 14 continues to supply the control power to the control circuit 12, so that the control circuit 12 can continue to operate.
  • the control power supplied to the control circuit 12 is also supplied to other internal components such as the charging/discharging circuit 11 so that the charging/discharging device 10 as a whole can be started and continue to operate.
  • the charging/discharging circuit 11 controls the charging/discharging operation with respect to the vehicle-mounted storage battery 210 based on the control by the control circuit 12. Specifically, the charging/discharging circuit 11 converts the AC power supplied from the commercial power system 410 and converted by the transformer 13 into DC power having a specified voltage (eg, 400 V) suitable for charging the onboard storage battery 210. Convert. Then, the charge/discharge circuit 11 supplies the DC power to the electric vehicle 200. Alternatively, the charging/discharging circuit 11 can also convert the DC voltage supplied from the electric vehicle 200 into AC power. In this case, the charge/discharge circuit 11 may supply the AC power to the load.
  • a specified voltage eg, 400 V
  • the charge/discharge control unit 123 controls the charge/discharge circuit 11 to control the charge/discharge of the in-vehicle storage battery 210.
  • the charge/discharge control unit 123 may control the charge/discharge of the onboard storage battery 210 in response to a command from the EMS controller 300, which is a higher-level device.
  • the EMS controller 300 acquires Table 2 (tertiary data) described below from the charging/discharging device 10. Then, the EMS controller 300 uses the table 2 to control the charging/discharging of the onboard storage battery 210 via the charging/discharging control unit 123.
  • the start-up battery 15 is a battery that outputs direct-current power of a specified voltage (eg, 12 V) that the charge/discharge device 10 can start.
  • a specified voltage eg, 12 V
  • the charging/discharging device 10 cannot be supplied with commercial AC power through the distribution board 20, so it cannot be started using commercial AC power, that is, commercial AC power cannot be used as a control power supply. .. Therefore, in order to start the charging/discharging device 10 at the time of power failure, the starting battery 15 for starting the charging/discharging device 10 at the time of power failure is used.
  • the charging/discharging device 10 may be provided with a known input device (eg, touch panel) not shown.
  • a known input device eg, touch panel
  • the charging/discharging device 10 configured in this manner determines the range of the chargeable/dischargeable storage capacity or the charging rate of the vehicle-mounted storage battery 210, and sets the range in a state in which the range can be acquired from the EMS controller 300.
  • FIG. 2 is a flowchart showing an example of a processing procedure of data generation by the control circuit 12.
  • control circuit 12 When the control circuit 12 confirms the connection between the electric vehicle 200 and the cable (step S101), the control circuit 12 establishes a communication connection with the communication unit of the electric vehicle 200 and transmits/receives data relating to charge/discharge control (step S102). The control circuit 12 transmits/receives a signal between the charging/discharging circuit 11 and the onboard storage battery 210 of the electric vehicle 200 in step S101, or acquires data indicating a characteristic of data transmission/reception by communication in step S102 ( Step S103).
  • the control circuit 12 estimates the vehicle type of the electric vehicle 200 based on the acquired data (step S104).
  • the estimation of the vehicle type in step S104 corresponds to a process of determining whether the value indicated by the data acquired in step S102 corresponds to a value such as the upper limit battery charge remaining capacity that differs depending on the vehicle type of electric vehicle 200.
  • the control circuit 12 refers to the stored data (table 1) to estimate the data acquired in step S102 or 103 depending on which vehicle model the data matches. .. Details of the vehicle type estimation method in step S104 will be described later.
  • the control circuit 12 Based on the vehicle type estimated in step S104, the control circuit 12 converts the data acquired in step S103 into a characteristic amount such as a charge upper limit battery remaining capacity required for charge/discharge for each vehicle type (step S105). In step S105, the control circuit 12 converts the acquired data to the referenced data when the data matches the referenced data.
  • a characteristic amount such as a charge upper limit battery remaining capacity required for charge/discharge for each vehicle type
  • the control circuit 12 generates, as data for the EMS controller, information related to charge/discharge control according to the vehicle type based on the converted characteristic amount (step S106).
  • the control circuit 12 stores the generated data so that the EMS controller 300 can refer to the generated data (step S107), and ends the data generation process.
  • the conversion in step S105 may be omitted.
  • the control circuit 12 may generate data by performing a predetermined calculation on the data acquired in step S103, for example, the value of the charge upper limit battery remaining capacity, based on the vehicle type estimated in step S104. (S106). For example, the control circuit 12 generates data by setting the upper limit of the charge remaining battery capacity or a value obtained by reducing the value determined to be fully charged by a predetermined ratio (for example, 10%) as the upper limit. You may add or subtract a predetermined value.
  • control circuit 12 may perform control (local operation) by the charge/discharge circuit 11 for the electric vehicle 200.
  • control local operation
  • the charging/discharging operation according to the onboard storage battery 210 of the electric vehicle 200 can be performed for each vehicle type.
  • step S104 the vehicle type estimation method in step S104, the conversion process in step S105, and the data generation process for the EMS controller 300 in step S106 by the control circuit 12 will be described in detail.
  • the vehicle type estimation unit 120 estimates (specifies) the vehicle type of the electric vehicle 200. This corresponds to the process of step S104 in the flowchart of FIG.
  • the vehicle type of electric vehicle 200 is simply referred to as a vehicle type.
  • the vehicle type estimation unit 120 also indicates a plurality of types of values related to the on-vehicle storage battery 210, and also serves as an input unit to which primary data acquired in a predetermined format by communication between the electric vehicle 200 and the charging/discharging device 10 is input. Function.
  • This format is defined in the charging/discharging standard applied to the charging/discharging device 10 and the electric vehicle 200, for example.
  • Examples of this charge/discharge standard include CHAdeMO (registered trademark).
  • the charging/discharging standard is described as CHAdeMO, but the charging/discharging standard (eg, COMBO) other than CHAdeMO is also applicable.
  • the charging/discharging system 1 is described as being realized by V2H complying with CHAdeMO, but it may be realized by V2H complying with a charging/discharging standard other than CHAdeMO.
  • the communication standard used in the charging/discharging system 1 is described as ECHONET Lite (registered trademark), but other communication standards compatible with the charging/discharging standard may be used. ..
  • communication of information (eg, battery capacity) related to the electric vehicle 200 may be performed in a unique communication format that is not specified by the standard.
  • the primary data is, for example, CAN data transmitted from the electric vehicle 200 (hereinafter, vehicle CAN data), and includes data as shown in Table 1 of FIG. 3A.
  • vehicle CAN data transmitted from the electric vehicle 200
  • Table 1 of FIG. 3A data as shown in Table 1 of FIG. 3A.
  • a value other than the identification information unique to the onboard storage battery 210 or the electric vehicle 200 is used as the value of the vehicle CAN data used in the comparison with the table 1.
  • the data acquired by the vehicle type estimation unit 120 may be, for example, information indicating the characteristics of the communication.
  • the control circuit 12 monitors the timing (or cycle) at which various data such as vehicle CAN data transmitted by the electric vehicle 200 is transmitted, or the timing at which electric power is supplied. Also, this timing may differ for each vehicle type. Therefore, when the data is transmitted or the power is supplied, the control circuit 12 generates the information indicating the timing in association with the characteristics (eg, data or power) to be transmitted and the type of the data. Then, the information indicating the above characteristics is input to the vehicle type estimation unit 120.
  • the vehicle type estimation unit 120 estimates the vehicle type by referring to a table recorded in advance using the vehicle CAN data or the information indicating the above characteristics. Specifically, the vehicle type estimation unit 120 can estimate the vehicle type based on the communication content or communication state between the charging/discharging device 10 and the electric vehicle 200. That is, the vehicle CAN data and the information indicating the characteristics of the communication are information used for estimating the vehicle type of the connected electric vehicle 200 by collating with the table 1.
  • the above process will be explained using specific examples.
  • the vehicle type is estimated by (1) using the numerical values of the vehicle CAN data, (2) using the output mode of the vehicle CAN data, and (3) using the mode of exchanging signals with the electric vehicle 200. And (4) when using output characteristics in power transfer between the on-vehicle storage battery 210 and (5) when using response contents from the electric vehicle 200 based on vehicle CAN data, or by a plurality of Is.
  • the methods (1)-(5) are described as follows.
  • the vehicle type estimation unit 120 estimates the vehicle type based on the vehicle CAN data acquired from the electric vehicle 200.
  • FIG. 3A shows an example of a table 1 showing a correspondence relationship between various data included in the vehicle CAN data and each vehicle type.
  • the table 1 is used as a lookup table for estimating the vehicle type by the vehicle type estimation unit 120. It corresponds to the data referred to in step S104 in the flowchart of FIG.
  • the table 1 includes at least one item out of a plurality of types of items included in the vehicle CAN data so that the vehicle type can be estimated using the vehicle CAN data.
  • the information indicating the communication characteristics may be registered in the table 1 in association with the vehicle type so that the vehicle type can be estimated using the information indicating the communication characteristics.
  • Each data shown in Table 1 is acquired, for example, by a connection confirmation experiment with the electric vehicle 200 before the charging/discharging device 10 is sold.
  • the vehicle type estimation unit 120 estimates the vehicle type by referring to Table 1 using the vehicle CAN data.
  • table 1 includes data included in the vehicle CAN data, for example, ⁇ Standard version (standard control number); ⁇ Upper limit of battery strength; ⁇ Charge voltage upper limit; -Battery total capacity (total capacity of in-vehicle storage battery 210); ⁇ Discharge lower limit battery remaining capacity; ⁇ Charge upper limit battery remaining capacity; ⁇ Vehicle maker code; May be included.
  • the remaining capacity may be a charging rate (%) or a storage capacity (capacity value).
  • the charge rate is also referred to as SOC (State of Charge).
  • the vehicle type estimation unit 120 determines whether the value of each item of the acquired vehicle CAN data matches the value of the item corresponding to each item included in the table 1 and is associated with the matching value.
  • the estimated vehicle type is estimated as the vehicle type of the connected electric vehicle 200.
  • the vehicle type estimation unit 120 estimates which of the vehicle types 1 to 10 the vehicle type corresponds to by determining whether the above two values match.
  • the item prepared in Table 1 may be one if it is possible to estimate the vehicle type. However, by preparing a plurality of items in the table 1 and determining whether the above two values match in the combination, the possibility of uniquely estimating the vehicle type increases.
  • some electric vehicles 200 include a debug code unique to the electric vehicle 200 in vehicle CAN data and output the debug code. Therefore, by including the debug code as an item of the table 1 and registering the value for each vehicle type, the vehicle type estimation unit 120 can estimate the vehicle type based on the debug code.
  • the vehicle type estimation unit 120 estimates the vehicle type based on the output mode of the vehicle CAN data from the electric vehicle 200. For example, some electric vehicles 200 output vehicle CAN data in an output mode different from the model sequence described in the specification (preset model sequence). Therefore, by including each item of the vehicle CAN data output in the output mode as an item of the table 1 and registering the value for each vehicle type, the vehicle type estimation unit 120 adds the item to the vehicle CAN data. Based on that, the vehicle type can be estimated.
  • the cycle in which the electric vehicle 200 outputs the vehicle CAN data may differ depending on the vehicle type. Therefore, as an item of the table 1, information indicating the cycle (timing) (information indicating the characteristics of the communication) is included, the value is registered for each vehicle type, and when the vehicle CAN data is acquired.
  • the vehicle type estimation unit 120 can estimate the vehicle type based on the cycle by generating the information indicating the cycle.
  • the CAN communication is performed after the charge/discharge device 10 transmits a charge/discharge end signal for a period of time from when the charge/discharge device 10 transmits a charge/discharge start signal to when the electric vehicle 200 outputs vehicle CAN data.
  • the time until the end or the timing of starting or ending the transmission of the vehicle CAN data from a certain standard may differ depending on the vehicle type. Therefore, the vehicle type estimation unit 120 can estimate the vehicle type by using the information indicating the time or the timing as the information indicating the characteristics.
  • the items included in the vehicle CAN data at the start of transmission of the vehicle CAN data, the items included in the vehicle CAN data at the end, the order of the items included in the vehicle CAN data, or the communication interval of each item are different depending on the vehicle type. sell.
  • This information is also included as an item in Table 1, the value is registered for each vehicle type, and when the vehicle CAN data is acquired, the item included in the vehicle CAN data or the communication interval of each item is set.
  • the vehicle type estimation unit 120 can estimate the vehicle type based on the information.
  • the item included in the vehicle CAN data may be replaced with the ID that defines the item.
  • the vehicle type estimation unit 120 estimates the vehicle type based on the output mode of the signal from the electric vehicle 200 (eg, an arbitrary analog signal or digital signal different from the vehicle CAN data).
  • the cycle in which the electric vehicle 200 outputs the signal may differ depending on the vehicle type. Therefore, the vehicle type estimation unit 120 can estimate the vehicle type based on the cycle, as in the case of (2) above.
  • the timing (including the case where no power is supplied) from the electric vehicle 200 to the charging/discharging device 10 via the charging/discharging connector 12V line which is one of the signal lines depends on the vehicle type. Can be different. For example, there are vehicle models that supply the electric power only during CAN communication, and there are vehicle models that supply the electric power for a certain period of time after a charging connector (not shown) is connected. In addition, since the charge/discharge connector 12V line has an optional function configuration, some vehicle types do not have the charge/discharge connector 12V line. In this case, even if a series of charging/discharging operations are completed after the charging connector is connected, the charging/discharging device 10 is not supplied with the power. Therefore, the vehicle type estimation unit 120 can estimate the vehicle type in the same manner as (2) above based on the supply timing that may differ depending on the vehicle type.
  • the vehicle type estimation unit 120 estimates the vehicle type based on the output characteristics of the power exchange with the onboard storage battery 210.
  • the in-vehicle storage battery 210 exchanges a control signal based on the charging/discharging standard with the charging/discharging device 10, and then executes control to increase the battery voltage within a predetermined time under the standard. How many seconds after the output of the control signal from the charging/discharging device 10 the rising timing of the voltage differs depending on the vehicle type. So, in Table 1, ⁇ Number of seconds until the battery voltage rises; ⁇ Rising waveform of battery voltage; ⁇ Number of seconds until the battery voltage goes down; ⁇ Characteristics of falling waveform of battery voltage; Etc. are memorized.
  • the vehicle type estimation unit 120 can estimate the vehicle type based on whether the output timing of the control signal and the rising characteristics match those stored in Table 1.
  • the charging/discharging device 10 acquires the data specific to the electric vehicle 200 or the vehicle type by changing the CAN data (hereinafter, the charging/discharging device CAN data) supplied from the charging/discharging device 10 to the electric vehicle 200. .. Specific data include vehicle CAN data obtained when the charging/discharging device CAN data is changed.
  • the vehicle type estimation unit 120 estimates the vehicle type based on the vehicle CAN data (see: (1) above).
  • the charging/discharging device 10 supplies irregular charging/discharging device CAN data to the electric vehicle 200, so that vehicle CAN data (irregular vehicle CAN) different from when normal charging/discharging device CAN data is supplied. (Also referred to as data) can be acquired.
  • vehicle CAN data irregular vehicle CAN
  • the irregular charging/discharging device CAN data may be, for example, lower version data, and the regular charging/discharging device CAN data may be higher version (eg, latest version) data.
  • the electric vehicle 200 communicates with the charging/discharging device 10 according to the data of the lower version.
  • irregular vehicle CAN data can be obtained from the electric vehicle 200.
  • the maximum charging current upper limit value or the discharging current upper limit value transmitted from the electric vehicle 200 may differ depending on the vehicle type, and thus the difference in this value is used for estimating the vehicle type.
  • the charging/discharging device transmits the outputtable current value or the inputtable current value within the chargeable/dischargeable range (capacity) to the electric vehicle.
  • the electric vehicle transmits an upper limit value of charging current (hereinafter, upper limit value of charging current) or an upper limit value of discharging current (hereinafter, upper limit value of discharging current) to the charging/discharging device as an upper limit value of those values.
  • the charging/discharging device 10 intentionally transmits an outputtable current value or an inputtable current value (for example, the maximum value defined by the standard) that exceeds the chargeable/dischargeable range, and the maximum charging current upper limit from the electric vehicle 200.
  • Value or discharge current upper limit value is received.
  • the vehicle type estimation unit 120 estimates the vehicle type based on the received charging current upper limit value or discharging current upper limit value. Specifically, the charging current upper limit value or the discharging current upper limit value is included in the table 1 for each vehicle type, and the control circuit 12 transmits the outputtable current value or the inputtable current value that exceeds the chargeable/dischargeable range.
  • the vehicle type estimation unit 120 can estimate the vehicle type by measuring the charging current upper limit value or the discharging current upper limit value at this time and acquiring the measurement result as information indicating the communication characteristics.
  • the vehicle type estimation unit 120 can estimate the vehicle type by including the value determined for each vehicle type in the table 1.
  • the vehicle type estimation unit 120 can estimate the year and grade of the electric vehicle 200 together with the estimation of the vehicle type.
  • the data conversion unit 121 selects data in a table (hereinafter, referred to as Table 1′) that is more generalized than the vehicle CAN data and that corresponds to the vehicle type. This corresponds to the details of the conversion process of step S105 in the flowchart of FIG. Specifically, the data conversion unit 121 refers to the table 1 ′ to convert the vehicle CAN data into secondary data that is generalized to the vehicle CAN data (secondary data that is more versatile than the vehicle CAN data). ) Function as a conversion unit.
  • the definition of the total battery capacity, the chargeable capacity value, the dischargeable capacity value, etc. that the charging/discharging device 10 acquires from the electric vehicle 200 differs depending on the vehicle type. For example, there is a vehicle type that transmits a catalog value as the total battery capacity, and a vehicle type that transmits an actual measurement value. Therefore, when the charging/discharging control is performed using the acquired vehicle CAN data as it is, the charging/discharging device 10 may perform the charging/discharging control with a value that does not conform to the current state of the onboard storage battery 210.
  • the secondary data is data that enables charge/discharge control with a value that conforms to the current state of the vehicle-mounted storage battery 210, and in that respect is data that is more versatile than vehicle CAN data. ..
  • the vehicle type estimation unit 120 estimates the vehicle type by referring to Table 1 using the vehicle CAN data or the information indicating the characteristics of the above communication, and thus the secondary data corresponding to the vehicle type by the data conversion unit 121 is obtained.
  • FIG. 3B shows an example of contents of data converted by the data conversion process.
  • An example of the table 1' is shown in FIG. 3B.
  • Each data shown in Table 1' may be referred to as secondary data.
  • the table 1' is used as a lookup table for the data conversion unit 121 to select the secondary data for each vehicle type.
  • each data shown in the table 1′ is acquired, for example, by a connection confirmation experiment with the electric vehicle 200 before the charge/discharge device 10 is sold.
  • the secondary data is also referred to as a feature amount of each vehicle type (vehicle types 1 to 10) defined in Table 1.
  • the secondary data include ⁇ Discharge lower limit battery remaining capacity; ⁇ Charge upper limit battery remaining capacity; ⁇ Lower limit of remaining battery capacity for rated output (discharge); ⁇ Upper limit of battery capacity that can be rated (charged); ⁇ Lower limit output (discharge) characteristics; ⁇ Output (charge) characteristics on the upper limit side; ⁇ Interval time; ⁇ label; May be included.
  • the remaining amount may be the charging rate (%) or the storage capacity (capacity value).
  • the charging/discharging device 10 discharges the in-vehicle storage battery 210 when the electric vehicle 200 is connected, and the value when the electric vehicle 200 transmits a stop instruction of the discharging operation to the charging/discharging device 10 or the discharge current upper limit value is The value when the value becomes 0 or a value close to 0 is set as the “discharge lower limit battery remaining capacity”. However, before the storage capacity or the charging rate of the onboard storage battery 210 reaches the discharge lower limit battery remaining capacity or the discharge lower limit charge rate transmitted from the electric vehicle 200, a stop instruction is received from the electric vehicle 200, or The discharge current upper limit may be zero.
  • the above value set as the “discharge lower limit battery remaining capacity” is reset to the discharge lower limit battery remaining capacity or the discharge lower limit charge rate transmitted from the electric vehicle 200. Further, the charging/discharging device 10 may set the discharge lower limit battery remaining capacity or the discharge lower limit battery remaining rate as it is as the “discharge lower limit battery remaining capacity” transmitted from the electric vehicle 200.
  • the charging/discharging device 10 charges the in-vehicle storage battery 210 when the electric vehicle 200 is connected, and the value when the electric vehicle 200 transmits a stop instruction of the charging operation to the charging/discharging device 10, or the charging current upper limit.
  • the value when the value becomes 0 or a value close to 0 is set as the "charge upper limit battery remaining capacity".
  • a stop instruction is received from the electric vehicle 200, or The charging current upper limit may be 0.
  • the value set as the “charge upper limit battery remaining capacity” is reset to the charge upper limit battery remaining capacity or the charge upper limit charging rate transmitted from the electric vehicle 200. Further, the charging/discharging device 10 may set the charging upper limit battery remaining capacity or the charging upper limit charging rate transmitted from the electric vehicle 200 as it is as the “charging upper limit battery remaining capacity”.
  • the charging/discharging device 10 discharges or charges the in-vehicle storage battery 210 having a predetermined charging rate (eg, 50%) at the rated output value. Then, the charging/discharging device 10 sets the value at the time when the request for the charging/discharging operation at a value lower than the rated output value is received from the electric vehicle 200 as “the lower limit battery remaining capacity at which the rated output is possible” or “the rated output is possible”. Upper limit of remaining battery capacity”.
  • the output characteristic indicates the characteristic of how to throttle the charging power by electric vehicle 200 (how to throttle the output), and specifically shows the output value of charging/discharging device 10 with respect to the charging rate.
  • electric-powered vehicle 200 side requests that the value be lower than the rated output value, as described above.
  • a decreasing tendency from the rated output value when the charging rate approaches 0 (first decreasing tendency), or a decreasing tendency from the rated output value when the charging rate approaches 100 (second decreasing tendency) May differ depending on the vehicle type.
  • the charging/discharging device 10 acquires the first lowering tendency and the second lowering tendency, which are the lowering tendencies of the output value due to the fluctuation of the charging rate, and respectively, the “lower limit side output characteristic” and the “upper limit side output characteristic”. Value of. Note that these values may be, for example, the slopes of the first decreasing tendency and the second decreasing tendency (eg, the slope of the approximate expression obtained by performing a predetermined statistical process).
  • Label indicates whether the acquired total battery capacity is a catalog value or an actual measurement value (actual value).
  • the catalog value is the value of the total battery capacity described in the catalog of electric vehicle 200 (the value of the total battery capacity when vehicle-mounted storage battery 210 is new (not deteriorated)). Since the measured value is the actual value of the total battery capacity, it can be said that it is a value that takes into consideration the deterioration of the onboard storage battery 210.
  • the value of "label” is ⁇ At the time of initial shipment of the charging/discharging device 10, ⁇ During user input operation on the touch panel, or -It is set at the time of tuning described later. At the time of initial shipping, the charging/discharging device 10 specifies whether the value is a catalog value or an actual measurement value based on the acquired vehicle CAN data. Also, as described later, the charging/discharging device 10 sets the value of the “label” by an input operation to the server instead of the user's input operation on the touch panel or by data transmitted from another charging/discharging device. You can set it.
  • the charging/discharging device 10 determines whether or not there is a difference between the calculated estimated value and the total battery capacity acquired from the electric vehicle 200 by the calculation method (described later) when the total battery capacity is the catalog value. It may be determined whether or not the total battery capacity is a measured value. When there is no difference (when it is within the predetermined range), it is determined that it is the actual measurement value.
  • the data generator 122 uses the secondary data and the total battery capacity to generate each data processed by the EMS controller 300. The details of the generation processing in step S106 of the processing procedure shown in the flowchart of FIG. 2 will be described.
  • the table showing each data is also referred to as table 2.
  • An example of Table 2 is shown in FIG. 3C. Each data in Table 2 may be referred to as tertiary data.
  • the tertiary data is data that is calculated based on the secondary data values selected from the table 1', or the secondary data values are input as they are. Therefore, similar to the secondary data, the tertiary data is data that enables charge/discharge control with a value that conforms to the current state of the vehicle-mounted storage battery 210, and in that respect is more versatile than vehicle CAN data. It can be said to be data.
  • FIG. 3C shows a content example of data generated by the data generation process.
  • the tertiary data include -Vehicle type (vehicle type estimated by the vehicle type estimation unit 120); ⁇ In-vehicle storage battery capacity (total battery capacity); ⁇ Total battery capacity catalog value or actual value; ⁇ Dischargeable capacity value of in-vehicle storage battery; ⁇ Dischargeable remaining capacity of in-vehicle storage battery; ⁇ Chargeable capacity value of in-vehicle storage battery; ⁇ Chargeable remaining capacity of in-vehicle storage battery; ⁇ Battery remaining capacity of in-vehicle storage battery; ⁇ Maximum battery capacity for rated output; ⁇ Lower limit battery capacity for rated output; ⁇ Output characteristics on the upper limit side; ⁇ Lower limit output characteristics; ⁇ Tuning required; May be included (values AM in FIG. 3C).
  • the “vehicle type” may be input with ⁇ In-vehicle
  • the total battery capacity is A[Wh]
  • the current battery capacity obtained from the electric vehicle 200 is B[Wh]
  • the charging upper limit battery remaining capacity is C[Wh]
  • the discharging lower limit battery remaining capacity is D[Wh].
  • the C and D data are contained in Table 1'.
  • a measured value or an estimated value may be used as A.
  • a catalog value may be used as a reference value.
  • B may be a measured value.
  • tertiary data may include data items defined by the designer of the charging/discharging device 10.
  • the “total battery capacity catalog value or actual value” (value C) included in the tertiary data reflects the value of the “label” in the table 1′.
  • the values (values I to I) of the "upper limit battery capacity that can be rated output”, “lower limit battery capacity that can be rated output”, “upper limit side output characteristic” and “lower limit side output characteristic” included in the tertiary data are reflected respectively.
  • the “whether tuning is required” is for setting ON or OFF of a tuning mode described later.
  • the setting of this value (value M) is performed, for example, by a user's input operation on the touch panel or the EMS controller 300.
  • the control circuit 12 may generate each data processed by the EMS controller 300 without using the secondary data obtained by the data conversion unit 121.
  • the control circuit 12 may generate the tertiary data based on the current battery capacity and the total battery capacity acquired from the electric vehicle 200 by a function defined in advance.
  • a learning model that has been learned so as to output tertiary data when the data obtained in step S102 or the like is input may be used.
  • the control circuit 12 transmits the tertiary data generated by the data generation unit 122 to the EMS controller 300. Therefore, the EMS controller 300 can control the charging/discharging operation of the vehicle-mounted storage battery 210 by the charging/discharging device 10 using the acquired tertiary data. That is, the EMS controller 300 can cause the charging/discharging device 10 to perform the charging/discharging control with a value according to the current state of the in-vehicle storage battery 210.
  • the control circuit 12 can also transmit the tertiary data generated by the data generation unit 122 to a higher-level device of the charging/discharging device 10 other than the EMS controller 300. Therefore, the charge/discharge device 10 can be controlled using the tertiary data in various host devices.
  • the charging/discharging device 10 Prior to the vehicle type estimation by the vehicle type estimation unit 120, the charging/discharging device 10 stores (holds) the table 1 in advance. Each data in the table 1 is used as learning data for the vehicle type estimation unit 120 to perform vehicle type estimation. However, the table 1 can be updated as described later.
  • the table 1' is stored in advance prior to conversion of the acquired vehicle CAN data into secondary data based on the vehicle type estimation result by the data conversion unit 121.
  • the table 1' can be updated as described later.
  • the vehicle type estimation unit 120 estimates the vehicle type based on the table 1. Subsequently, the data conversion unit 121 selects a value corresponding to the vehicle type from the table 1'as secondary data by referring to the table 1'based on the vehicle type estimation result. Subsequently, the data generation unit 122 generates Table 2 based on the secondary data and the total battery capacity. Then, the data generation unit 122 supplies the generated table 2 to the EMS controller 300.
  • Total battery capacity setting Some electric vehicles 200 transmit the catalog value of the total battery capacity to the charging/discharging device 10 as data indicating the total battery capacity. On the other hand, some of the electric vehicles 200 transmit data indicating actual measurement values to the charging/discharging device 10.
  • the charging/discharging device 10 may use the actual measurement value as it is. This is because it can be said that the actual measurement value is a value indicating the actual performance of the in-vehicle storage battery 210 (a value having higher reliability than the catalog value).
  • charging/discharging device 10 calculates the total battery capacity based on, for example, the integrated power. This is because the catalog value does not always match the actual performance of the onboard storage battery 210.
  • the charging/discharging device 10 may acquire integrated power from an integrated power meter (not shown). Alternatively, the charging/discharging device 10 may calculate the integrated power based on the output (X[kW]) and the charging/discharging time (Y[h]) of the electric vehicle 200. Then, the charging/discharging device 10 calculates the amount of power per SOC 1% (unit: kWh) from the integrated power and the SOC increased or decreased during the charging/discharging time. Subsequently, the charging/discharging device 10 converts the amount of power per SOC 1% into the amount of power corresponding to SOC 100% (that is, the total battery capacity).
  • the charging/discharging device 10 calculates the total battery capacity by multiplying the amount of power per SOC 1% by 100. Further, the average value may be continuously calculated by repeating this process. In this case, since the average value can be used as the total battery capacity, the certainty of the total battery capacity is improved.
  • charge/discharge device 10 may use the catalog value as a reference value until the conversion process is completed.
  • the conversion process may be executed each time the connector is removed from the electric vehicle 200. That is, the charging/discharging device 10 may hold the calculated total battery capacity during the period in which the connector is inserted in the electric vehicle 200.
  • FIG. 4 is a flowchart showing an example of a procedure for updating the table by the control circuit 12.
  • the same steps as those shown in the flowchart of FIG. 2 are designated by the same step numbers, and detailed description thereof will be omitted.
  • the control circuit 12 determines whether or not the vehicle type could be estimated in step S104 based on whether or not the data acquired in step S103 matches the known vehicle type data in Table 1 (step S115). When it is determined that the vehicle type could not be estimated (S115: NO), the data acquired in step S103 is added to the table 1 as the data of the new vehicle type (step S116), and the process proceeds to the next step S105. If the vehicle type cannot be estimated in step S115, it corresponds to the determination that the data does not match the reference data, that is, it cannot be converted into the data for the known vehicle type.
  • step S115 when it is determined in step S115 that the conversion into the secondary data cannot be performed (when the new electric vehicle 200 having no connection record is connected to the charge/discharge apparatus), the charging/discharging device 10 sets the new electric vehicle 200.
  • Information data relating to the onboard storage battery 210) is input to the tables 1 and 1'(S116).
  • the vehicle type estimation unit 120 when the vehicle type estimation unit 120 cannot convert the secondary data, the vehicle type estimation unit 120 at least part of a plurality of types of values included in the vehicle CAN data acquired from the new electric vehicle 200 (prepared in Table 1). (The value of the selected item) is input to Table 1. That is, the vehicle type estimation unit 120 collects data for vehicle type determination. By this input processing, when the new electric vehicle 200 is connected next time, it becomes possible to estimate the vehicle type.
  • the vehicle type estimating unit 120 uses, as a reference value, at least a part of a plurality of types of values included in the vehicle CAN data, or a value calculated from at least a part of the plurality of types of values, as a reference value. To enter. By this input processing, it becomes possible to use the table 1'when the new electric vehicle 200 is connected next time.
  • step S115 If it is determined in step S115 that the vehicle type can be estimated (S115: YES), the process proceeds to the next step S105.
  • the control circuit 12 converts the data acquired in step S103 into a characteristic amount such as the charge upper limit battery remaining capacity of the vehicle type based on the vehicle type estimated in step S104 or the vehicle type newly added in step S116 (S105). ). In step S105, the control circuit 12 converts the acquired data to the referenced data when the data matches the referenced data.
  • step S115 When it is determined in step S115 that the vehicle type could not be estimated (S115: NO), the control circuit 12 does not have to add new vehicle type data to the table 1 in step S116. For example, if the control circuit 12 cannot (or does not) estimate the vehicle type (S115: NO), the control circuit 12 proceeds to step S106, and based on the value of the vehicle CAN data transmitted/received in step S102 and the characteristic acquired in step S103, the charge/discharge control is performed. You may generate the data required for. In this case, the control circuit 12 may generate the data so as to have a margin of 3%-10% with respect to the upper limit value or the lower limit value.
  • a flag indicating that the value of the item is the reference value and the value needs to be changed may be added.
  • the charging/discharging device 10 can notify the EMS controller 300 that it is a reference value and that the value needs to be changed. Note that changing the value is also referred to as tuning.
  • the vehicle type estimating unit 120 inputs a value indicating the “catalog value” as the value of the “label” in the table 1 ′, assuming that the acquired total battery capacity is the catalog value. In this case also, the flag may be added.
  • the EMS controller 300 permits the tuning. If there is, the vehicle type estimation unit 120 collects each value of the table 1′ by automatically performing charge/discharge control on the vehicle-mounted storage battery 210. Specifically, the vehicle type estimation unit 120 rewrites the reference value based on the result of the charging/discharging operation of the onboard storage battery 210 performed under a predetermined condition. Rewriting at this time is the same as the method of acquiring each value of the table 1'described above.
  • the vehicle type estimation unit 120 causes the vehicle-mounted storage battery 210 to be based on the predetermined operation mode.
  • the reference value is rewritten to the value.
  • the vehicle type estimation unit 120 uses the “discharge lower limit battery remaining capacity” or the “charge upper limit battery remaining capacity” of the table 1 ′, for example, while performing the charging/discharging operation according to the instruction of the EMS controller 300 or the reserved operation.
  • a charge/discharge operation stop instruction is received from the vehicle 200, the value at the time of reception is rewritten.
  • the upper limit value of the discharge current or the upper limit value of the charge current is rewritten to a value when it becomes 0 or a value close to 0.
  • the stop instruction is not received up to the discharge lower limit battery remaining capacity, or when the discharge current upper limit value does not become 0 or a value close to 0, the value (reference value) transmitted from the electric vehicle 200 is directly discharged.
  • the value of “lower limit battery remaining capacity” may be used. Similarly, if the stop instruction is not received or the charging current upper limit value does not reach 0 or a value close to 0, the value transmitted from the electric vehicle 200 is directly used as the “charging upper limit battery remaining capacity”. The value of “capacity” may be used.
  • the vehicle type estimation unit 120 may, for example, regarding the “lower limit battery remaining capacity for rated output” or the “upper limit battery remaining capacity for rated output” in the table 1′, for example, during the charging/discharging operation, the rated output value ( Example: When a request for charging/discharging operation (for example, determination based on the discharge current upper limit value or the charge current upper limit value) at a value lower than the rated output current value is received from the electric vehicle 200, the value when the request is received Rewrite
  • the charging/discharging device 10 can notify the EMS controller 300 that the value has been rewritten.
  • the charging/discharging device 10 can perform the charging/discharging operation according to the current state of the onboard storage battery 210 of the new electric vehicle 200 by rewriting the reference value. Further, when the tuning mode is ON, the value after rewriting can be used as the value of the table 1′, so that the charging/discharging device 10 can perform the charging/discharging operation according to the current state of the onboard storage battery 210. .. On the other hand, when the tuning mode is OFF, the value can be rewritten during the operation of the charging/discharging system 1.
  • the charging/discharging device 10 performs the charging/discharging operation according to the current state of the onboard storage battery 210 of the new electric vehicle 200 by gradually rewriting. Will be able to do. Further, when the tuning mode is OFF, it is possible to prevent the EMS controller 300 from granting tuning permission or performing tuning at an unintended timing.
  • the charging/discharging device 10 may be connected to another charging/discharging device via a server on the network.
  • the charging/discharging device 10 may supply each newly acquired table to another charging/discharging device.
  • the charging/discharging device 10 may set each data in the table 1 ′ based on a user's input operation on the touch panel or a server input operation.
  • the charging/discharging device 10 may be connected to a terminal device (eg, smartphone) owned by the user via a network. In this case, the user inputs each data to the terminal device. Then, the terminal device supplies the respective data to the charging/discharging device 10.
  • the charging/discharging device 10 allows the user to select a vehicle type by pop-up display on, for example, a touch panel when inputting each data. This makes it possible to record each input data in association with the selected vehicle type.
  • the charging/discharging device has a function of transmitting the total battery capacity, the chargeable capacity value, the dischargeable capacity value, or the like acquired from the electric vehicle to the EMS controller.
  • the EMS controller may perform charge/discharge control with a value that does not comply with the current state of the onboard storage battery.
  • the EMS controller issues a request to stop the charging/discharging operation with a value different from the chargeable capacity value or the dischargeable capacity value transmitted from the electric vehicle (that is, at an earlier timing than planned). May be accepted from.
  • the EMS controller charges and discharges at a value lower than the rated output value in the range of the storage capacity (capacity value) or the charging rate that was determined to be capable of performing the charging and discharging operation at the rated output value.
  • the operation request may be received from the electric vehicle.
  • the method of shifting to a value lower than the rated output value (how to throttle the output) differs depending on the vehicle type, it may not be possible for the EMS controller side to specify how to shift to a lower value. ..
  • the charging/discharging device 10 has at least a part of values of a plurality of types included in the vehicle CAN data acquired from the electric vehicle 200, or communication between the electric vehicle 200 and the charging/discharging device 10.
  • Tables 1 and 1' are referred to using the information indicating the characteristics of.
  • the vehicle type of the electric vehicle 200 can be specified by referring to the table 1. Further, by referring to the table 1', the value of the vehicle CAN data can be converted into the value of the secondary data corresponding to the specified vehicle type, which is more generalized than the vehicle CAN data. Therefore, a generalized value can be used for charge/discharge control.
  • the charging/discharging device 10 includes the vehicle type estimating unit 120 and the data converting unit 121, and thus the values are of the same type, but even if the definition of the value is different for each vehicle, each vehicle type is different. A common value that offsets the difference in the definition of can be used for charge/discharge control.
  • the charging/discharging device 10 can perform the charging/discharging operation according to the current state of the vehicle-mounted storage battery 210 for each vehicle type. That is, the charging/discharging device 10 can perform charging/discharging control with respect to the vehicle-mounted storage battery 210, avoiding the problem described above.
  • the charging/discharging device 10 also uses the table 1 ′ to generate the table 2 processed by the EMS controller 300. Therefore, the EMS controller 300 can control the charging/discharging device 10 so that the charging/discharging device 10 can perform charging/discharging control with the value according to the present condition of the vehicle-mounted storage battery 210. That is, the EMS controller 300 can perform charging/discharging control with respect to the vehicle-mounted storage battery 210, avoiding the problem described above. Further, the EMS controller 300 can avoid occurrence of disadvantages (eg, penalties for the provider of the EMS controller 300 due to the inability to meet the request for adjustment power) when the above problems occur. ..
  • disadvantages eg, penalties for the provider of the EMS controller 300 due to the inability to meet the request for adjustment power
  • the charging/discharging device 10 or the EMS controller 300 can perform the charging/discharging control according to the current state of the vehicle-mounted storage battery 210, without performing the predetermined control prepared for every vehicle type. Therefore, the software can be simplified.
  • the charging/discharging device 10 or the EMS controller 300 can perform charging/discharging control using a value according to the current state of the onboard storage battery 210. Therefore, the following effects are produced. -It becomes easier to predict charge/discharge operation. -The onboard storage battery 210 can be efficiently charged and discharged. It is possible to make it difficult to receive a stop request or the like from the electric vehicle 200. Therefore, it is possible to reduce the number of times of connecting and disconnecting the charging/discharging device 10 and the electric vehicle 200, or performing output control of the charging/discharging device 10 associated with a stop request or the like. Therefore, failure of the charging/discharging device 10 or the electric vehicle 200 due to repetition of these operations can be prevented.
  • the charging/discharging device 10 of the present embodiment controls the charging/discharging operation for the in-vehicle storage battery 210 in its own device using the values in the table 1'. That is, the charging/discharging device 10 of the present embodiment does not necessarily have the function of generating the table 2 and transmitting the table 2 to the EMS controller 300 as in the first embodiment.
  • the battery remaining capacity acquired from the electric vehicle 200 is the “charging upper limit battery remaining capacity” in the table 1′ corresponding to the vehicle type. Or when the "remaining battery capacity of the upper limit of the rated output” is reached, the charging operation is stopped. Further, the charge/discharge control unit 123, while performing the discharging operation, the acquired battery remaining capacity is “discharge lower limit battery remaining capacity” or “rated output lower limit battery remaining capacity” of the table 1′ corresponding to the vehicle type. The discharge operation is stopped.
  • the values in Table 1' are values that take into consideration the characteristics of the vehicle type of electric vehicle 200. Therefore, the charging/discharging control unit 123 can perform the charging/discharging operation according to the current state of the in-vehicle storage battery 210. In addition, the charge/discharge control unit 123 can control the charge/discharge operation so as not to exceed the range in which the charge/discharge is allowed in the vehicle-mounted storage battery 210 or the range in which the charge/discharge device 10 can perform the rated output.
  • the upper limit value or the lower limit value according to the current state of the in-vehicle storage battery 210 can be used, it is possible to accurately predict the end time of the charging/discharging operation (in the case of discharging, the independent operation or the grid interconnection operation). Becomes
  • the charging current upper limit value and the discharging current upper limit value may be set for each vehicle type in the table 1'.
  • the charge/discharge control unit 123 applies the charge current upper limit value and the discharge current upper limit value of the table 1'instead of the charge current upper limit value and the discharge current upper limit value acquired as the vehicle CAN data. Therefore, the charging/discharging current can be adjusted according to the current state of the on-vehicle storage battery 210.
  • the charging/discharging control unit 123 monitors the “interval time” of the table 1′ corresponding to the vehicle type after the charging/discharging operation ends, and starts the charging/discharging operation again after the lapse of the interval time.
  • the interval time is a time from when a series of charging/discharging operations is completed to when another charging/discharging operation can be started again. Specifically, it is the time from when the termination process of the charging/discharging operation accompanying the pressing of the stop button is completely completed until the charging/discharging operation is actually started when the stop button is pressed again. ..
  • the interval time is set in accordance with the vehicle type with the longest interval time in consideration of safety, assuming that electric vehicles 200 of all vehicle types are connected.
  • the charging/discharging operation can be started after the appropriate interval time has elapsed for each vehicle type. Therefore, the time until the start of the charging/discharging operation again can be shortened. Further, the response time (the time until the EMS controller 300 receives the charge/discharge instruction from the command station 400 and the charge/discharge device 10 actually starts the output at the set command value) can be shortened.
  • the charging/discharging operation based on the instruction from the EMS controller 300 can also be applied.
  • the charge/discharge control unit 123 receives a charge/discharge operation start instruction from the EMS controller 300 before the “interval time” of the table 1′ corresponding to the vehicle type has elapsed, the charge/discharge control unit 123 receives the interval time. After the lapse of time, the charging/discharging operation can be started again. Further, the interval time may be notified to the EMS controller 300.
  • the vehicle type estimation unit 120 may estimate the vehicle type based on the value of identification information unique to the vehicle-mounted storage battery 210 or the electric vehicle 200 (eg, ID of the electric vehicle 200 (vehicle ID)). In this case, for example, the vehicle ID may be recorded in the table 1.
  • the total battery capacity may be measured in advance for the electric vehicle 200 indicated by the vehicle ID.
  • the charging/discharging device 10 may use the total battery capacity. However, the total battery capacity may deteriorate over time. Therefore, the total battery capacity may be tuned for each predetermined period (eg, once a year). The total battery capacity may be added to the table 1'.
  • the charging/discharging device 10 includes the vehicle type estimation unit 120, the data conversion unit 121 and/or the data generation unit 122 in the control circuit 12, and stores the tables 1 and 1′.
  • the device that includes the vehicle type estimation unit 120, the data conversion unit 121, and/or the data generation unit 122 and stores the tables 1 and 1′ is not limited to the charging/discharging device 10 and is connected to the charging/discharging device 10 so as to communicate with each other. It may be an external device that can be used.
  • the charging/discharging system 1 includes a HEMS (Home Energy Management System) controller (not shown) that manages the charging/discharging device 10.
  • the HEMS controller may include the vehicle type estimation unit 120, the data conversion unit 121, and the data generation unit 122, and may store the tables 1 and 1'.
  • the EMS controller 300 can also function as a HEMS controller.
  • the tables 1 and 1 ′ do not necessarily have to be stored in the charging/discharging device 10 or the HEMS controller.
  • the tables 1 and 1 ′ may be managed by a device other than the charging/discharging device 10 and the HEMS controller, and may be acquired by the charging/discharging device 10 and the HEMS controller as needed.
  • control block (particularly each part of the control circuit 12) of the charging/discharging device 10 may be realized by a logic circuit (hardware) formed in an integrated circuit (IC chip) or the like, or may be realized by software.
  • the charging/discharging device 10 includes a computer that executes the instructions of a program that is software that realizes each function.
  • the computer includes, for example, one or more processors and a computer-readable recording medium that stores the program. Then, in the computer, the processor reads the program from the recording medium and executes the program to achieve the object of the present invention.
  • a CPU Central Processing Unit
  • the recording medium a "non-transitory tangible medium" such as a ROM (Read Only Memory), a tape, a disk, a card, a semiconductor memory, a programmable logic circuit, or the like can be used. Further, a RAM (Random Access Memory) for expanding the program may be further provided.
  • the program may be supplied to the computer via any transmission medium (communication network, broadcast wave, etc.) capable of transmitting the program.
  • any transmission medium communication network, broadcast wave, etc.
  • one aspect of the present invention can also be realized in the form of a data signal embedded in a carrier wave, in which the program is embodied by electronic transmission.
  • Charge/Discharge Device 12 Control Circuit (Data Processing Device) 120 Vehicle type estimation unit (input unit, conversion unit) 121 Data conversion unit (conversion unit) 122 data generation unit 200 electric vehicle 210 in-vehicle storage battery (in-vehicle battery) 300 EMS controller (upper device)

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

Dans la présente invention, une opération de charge/décharge appropriée pour l'état actuel d'une batterie montée sur véhicule est effectuée pour chaque type de véhicule. Un circuit de commande (12) est pourvu d'une unité de génération de données (122) qui génère, concernant une batterie montée sur véhicule (210) d'un véhicule électrique et en fonction de caractéristiques d'émission/réception d'un signal ou de données de communication entre le véhicule électrique et un dispositif de charge/décharge (10), des données comprenant une valeur liée à une opération de charge/décharge d'un dispositif hôte ou d'un dispositif de charge/décharge qui commande l'opération de charge/décharge de la batterie montée sur véhicule.
PCT/JP2019/048542 2018-12-17 2019-12-11 Dispositif de traitement de données, dispositif de charge/décharge, et procédé de traitement de données WO2020129782A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP2018235822 2018-12-17
JP2018-235822 2018-12-17
JP2019-217180 2019-11-29
JP2019217180A JP6737390B2 (ja) 2018-12-17 2019-11-29 データ処理装置、充放電装置及びデータ処理方法

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112849302A (zh) * 2021-02-08 2021-05-28 江苏惊蛰智能科技有限公司 agv能源管理系统

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010082506A1 (fr) * 2009-01-19 2010-07-22 株式会社エネルギー応用技術研究所 Système d'alimentation en courant continu
WO2012008195A1 (fr) * 2010-07-12 2012-01-19 アルプス・グリーンデバイス株式会社 Système et procédé de chargement de batterie
JP2013046449A (ja) * 2011-08-23 2013-03-04 Toyota Industries Corp 充電スタンド
JP2014204600A (ja) * 2013-04-08 2014-10-27 トヨタ自動車株式会社 電力コネクタおよび電力供給システム
JP2017112765A (ja) * 2015-12-17 2017-06-22 トヨタ自動車株式会社 車載蓄電池の充電制御方法

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Publication number Priority date Publication date Assignee Title
WO2010082506A1 (fr) * 2009-01-19 2010-07-22 株式会社エネルギー応用技術研究所 Système d'alimentation en courant continu
WO2012008195A1 (fr) * 2010-07-12 2012-01-19 アルプス・グリーンデバイス株式会社 Système et procédé de chargement de batterie
JP2013046449A (ja) * 2011-08-23 2013-03-04 Toyota Industries Corp 充電スタンド
JP2014204600A (ja) * 2013-04-08 2014-10-27 トヨタ自動車株式会社 電力コネクタおよび電力供給システム
JP2017112765A (ja) * 2015-12-17 2017-06-22 トヨタ自動車株式会社 車載蓄電池の充電制御方法

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112849302A (zh) * 2021-02-08 2021-05-28 江苏惊蛰智能科技有限公司 agv能源管理系统

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