WO2022195786A1 - Charge/discharge management system and method - Google Patents

Abstract

The present invention enables creation of an appropriate charge/discharge plan for a charger/discharger of a consumer capable of using electric power discharged from an electric car. Provided is a charge/discharge management system including: a charge/discharge planning unit that uses a target electric-power amount and a demanded electric-power amount as a basis to calculate a target charge/discharge amount for a first vehicle required to suppress the demanded electric-power amount to be equal to or less than the target electric-power amount, uses a vehicle arrangement plan as a basis to calculate charge/discharge capability of the first vehicle arranged in a storage place, and creates a charge/discharge plan so that the charge/discharge capability achieve the target charge/discharge amount or a higher charge/discharge amount; and a vehicle arrangement planning unit that calculates, when the charge/discharge capability in the charge/discharge planning unit achieves the target charge/discharge amount or a higher charge/discharge amount, a vehicle arrangement plan indicating a storage place for non-operation time of each first vehicle, on the basis of an operation plan and vehicle specifications including information on a travel distance of individual vehicles relative to an energy source to be consumed. (Selected drawing: fig. 1)

Description

Charge/discharge management system and method

The present disclosure relates to technology for creating a charge/discharge plan for a charge/discharge device including a charger/discharger that charges and discharges a storage battery mounted on an electric vehicle.

Electric power stored in storage batteries (hereinafter also referred to as “EV storage batteries” or “batteries”) installed in electric vehicles (hereinafter also referred to as “EV”), which is a resource owned by consumers, is discharged and used to adjust the load. V2H (Vehicle to Home) and V2G (Vehicle to Grid) are considered. V2H powers your home from an EV. V2G feeds the grid from the EV.

It is also being considered to group EVs, photovoltaic power generation systems (hereinafter also referred to as "PV"), storage batteries, etc., and manage them in groups. Multiple EV storage batteries can be effectively utilized by integrally managing and controlling them as an EV-VPP (Virtual Power Plant). Group management includes overall control of a plurality of devices by one control device and management of a plurality of control devices by a host computer.

There is also a technique for acquiring vehicle management information including the state of an EV storage battery as inspection data from an EV and using the vehicle management information to manage the state of the EV storage battery (see Patent Documents 1-3).

In Patent Document 1, in order to increase the utilization rate of shared vehicles, a plurality of shared vehicles that are shared by multiple users during business hours are managed, and the remaining driving energy of each shared vehicle and the driving energy of each shared vehicle are managed. store the actual value of the energy consumption and the actual value of the driving energy consumption of the shared vehicle, calculate the estimated value of the driving energy consumption of each shared vehicle required by the end of business hours, and calculate the current of the remaining driving energy is equal to or less than the sum of the estimated driving energy consumption value and the lower limit charging value, and generates a charging processing plan for executing charging processing outside business hours and/or during business hours. is disclosed.

In Patent Document 2, vehicle information, charging facility information, timetable information, and route information route information are stored in order to formulate an operation plan in which a plurality of electric vehicles equipped with storage batteries operate without running out of electricity. Electric vehicles are assigned to each operation schedule specified in the information, and an operation plan is drawn up. A configuration is disclosed that calculates the charging power amount to be charged to the vehicle, assigns the electric vehicle to the operation schedule based on the charging power amount, and assigns the non-electric vehicle if there is no assignable electric vehicle. Here, the operation plan includes an EV bus vehicle allocation plan for each operation schedule and a charging plan at charging stations.

Patent Literature 3 discloses a charging control that suppresses deterioration of a battery, which is a power storage device, and a charge and vehicle allocation planning system that performs charging control and vehicle allocation control for a plurality of shared electric vehicles. The charging and dispatch planning system detects the remaining battery level of each electric vehicle, accepts the reservation information for the next user's electric vehicle use, estimates the required power consumption for the next trip, and determines the remaining battery level and required power consumption. and reservation information, select an electric vehicle that can store the necessary power consumption required by the departure time in the battery and make it a dispatchable vehicle, and the degree of influence on battery deterioration from the selected dispatchable vehicle A charging vehicle allocation planning unit is provided that determines vehicle allocation based on the deterioration cost and charges the vehicle so that the necessary power consumption is stored by the departure time.

JP 2016-099704 A JP 2015-092328 A JP 2013-090359 A

However, Patent Literatures 1 to 3 describe the power demand as a whole of consumers who can supply power from the EV storage battery to the load, and the power actually charged to or discharged from the EV storage battery. There is no description about the actual value indicating the power consumption and the technology of Patent Documents 1 to 3, and the power demand and the actual charge/discharge value are not considered. Therefore, in a power system that enables electric power to be supplied from an EV storage battery to a consumer, a charge/discharge plan for each hour for a charge/discharge device that charges and discharges a storage battery including an EV storage battery is presented. It was difficult to create an appropriate charge/discharge schedule.

One object of the present disclosure is to provide a technique that enables creation of an appropriate charge/discharge plan for a consumer's charger/discharger that can use electric power discharged from an electric vehicle.

A charge/discharge management system according to one aspect of the present disclosure is installed in a storage location where a first vehicle used by a customer and capable of being charged and discharged is stored, and the charger/discharger performs charging and discharging of the first vehicle. A charge/discharge management system for creating a charge/discharge plan indicating a plan for charging and discharging a first vehicle, and a vehicle arrangement plan indicating a plan for arranging the first vehicle in the storage area when the first vehicle is not in operation. Then, based on a target power amount indicating an upper limit target value of the power amount consumed by the consumer and a power demand amount indicating how much power the consumer consumes at what time, the power calculating a target charging/discharging amount indicating an amount of electric power to be charged to or discharged from the first vehicle required to suppress the demand amount to the target electric amount or less, and based on a given vehicle layout plan; a charge/discharge capacity, which is an amount of electric power that can be charged to or discharged from the first vehicle placed in the storage location, is calculated so that the charge/discharge capacity is equal to or greater than the target charge/discharge amount; a charging/discharging planning unit that creates the charging/discharging plan, and a plan regarding which vehicle to operate at what time when the charging/discharging capacity is equal to or greater than the target charging/discharging amount in the charging/discharging planning unit. and vehicle specifications including information on the mileage for the energy source consumed by each vehicle, a vehicle arrangement plan showing the storage location for the non-operating time for each of the first vehicles is calculated. and a vehicle placement planning unit.

According to one aspect of the present disclosure, it is possible to create an appropriate charging/discharging plan for a consumer's charger/discharger that can use electric power discharged from an electric vehicle.

1 is a block diagram of a charge/discharge management system according to Example 1; FIG. It is a figure for demonstrating a vehicle layout planning apparatus. 4 is a flowchart of processing executed in cooperation between the vehicle layout planning device and the charging/discharging planning device in the first embodiment; It is a figure for demonstrating a charging/discharging planning apparatus. It is a flow chart of processing which creates a charging/discharging plan. 4 is a flowchart of group management processing; It is a figure which shows an example of vehicle specifications. It is a figure which shows an example of a vehicle arrangement plan and an operation plan. It is a figure which shows an example of a vehicle arrangement plan. FIG. 4 is a diagram for explaining a case of changing the arrangement of vehicles; FIG. FIG. 4 is a diagram showing a state of power demand to which charge/discharge instructions are applied in the first embodiment; FIG. 10 is a block diagram of a charge/discharge management system according to Example 2; FIG. 11 is a diagram showing a state of power demand to which charge/discharge instructions are applied in Example 2; FIG. 10 is a block diagram of a charge/discharge management system according to Example 3; 10 is a flow chart of processing executed in cooperation between the vehicle layout planning device and the charging/discharging planning device in the third embodiment. It is a figure which shows an example of a vehicle arrangement plan and an operation plan. It is a figure which shows an example of a vehicle arrangement plan and an operation plan which changed a part from the example of FIG.

Hereinafter, embodiments of the present invention will be described based on the drawings.

FIG. 1 is a block diagram of a charge/discharge management system according to Example 1. FIG.

In this embodiment, there are rental car companies and fleet companies that own vehicles that can be leased (lent), and customers that use vehicles such as logistics companies and taxi companies. Consumers operate their businesses by renting vehicles from fleet operators. Vehicles include electric vehicles (EV) that can be charged and discharged, plug-in hybrid vehicles (PHEV) that can only be charged and run on electric power and gasoline as energy sources, and stored electric power that cannot be charged or discharged. Hybrid vehicles (HV) that run on gasoline as an energy source and internal combustion vehicles (ICEV) that run on gasoline without charging or discharging are included. HVs and ICEVs are sometimes collectively referred to as non-EVs.

In this embodiment, the power discharged from the EV is used by the consumer who operates the EV. For example, the power discharged from the EV is used for peak shaving when the power consumption is likely to exceed the contracted power amount.

Pool1 and pool2 are vehicle pools 220, which are parking lots owned by fleet operators. Depot1 and depot2 are depots 230, which are parking lots owned by customers.

Consumers operate vehicles based on an operation plan, which is a plan regarding which vehicle to operate at what time. Vehicles selected from the fleet operator's vehicle pool 220 for use by the customer are grouped in units of depots 230 owned by the customer. The depot 230 is equipped with a charger/discharger 231 that charges and discharges EVs and a charger 232 that charges PHEVs.

The fleet operator uses the fleet management device 210 to manage and diagnose vehicles.

The fleet management device 210 records information on vehicle specifications of vehicles owned by fleet operators. Vehicle specifications (vehicle performance) are information indicating various characteristics of each vehicle, and include, for example, information on the distance that the vehicle can travel with respect to the energy source it consumes. The information on the distance that can be traveled with respect to the energy source consumed will be referred to as fuel consumption when the energy source is gasoline, and will be referred to as electric power consumption when the energy is electric power.

In addition, the fleet management device 210 has a diagnostic function for diagnosing the vehicle, diagnoses the vehicle based on vehicle status information obtained from the vehicle via telematics, and outputs the diagnosis result. The diagnosis result includes, for example, the degree of deterioration of the storage battery.

Consumers adjust power by charging and discharging EVs. A consumer's target power amount, power demand amount, and power demand record are managed by an EMS (energy management system) 240 . The EMS 240 acquires actual values of charging/discharging by the charger 232 and the charger/discharger 231 from each depot 230 .

The charge/discharge management system 100 acquires information on the target power amount and the power demand amount from the EMS 240 of the consumer, and acquires information on the actual charge/discharge amount from the depot 230 of the consumer. Also, the charge/discharge management system 100 acquires information on vehicle specifications and vehicle arrangement from the fleet management device 210 . Then, based on the acquired information, the charge/discharge management system 100 creates a charge/discharge plan, which is a charge/discharge plan for each vehicle operated by the consumer, and a charge/discharge plan for the depot 230 when each vehicle is not in operation. A vehicle placement plan, which is a placement plan, is generated.

The vehicle layout plan is notified to the customer together with the operation plan, and is used by the customer for vehicle operation and storage. The charging/discharging management system 100 appropriately corrects the initial operation plan planned by the customer to conduct the business together with the vehicle layout plan in consideration of the costs associated with charging/discharging, and notifies the customer.

The charging/discharging plan is reflected in charging instructions and charging/discharging instructions for charging and discharging the vehicle at each depot 230 .

The charging/discharging management system 100 includes a vehicle layout planning device 110, a charging/discharging planning device 120, and a group management device 130. Vehicle layout planning device 110, charging/discharging planning device 120, and group control device 130 are all realized by a computer in which a processor executes a software program stored in memory. The vehicle layout planning device 110, the charging/discharging planning device 120, and the group control device 130 may each be implemented by separate computers, or may be implemented by the same computer. The computer may be a virtual computer on the cloud.

The configuration and operation of each of the vehicle layout planning device 110, the charging/discharging planning device 120, and the group management device 130 will be described below.

FIG. 2 is a diagram for explaining the vehicle layout planning device.

The vehicle layout planning device 110 is a device that draws up a vehicle layout plan. The vehicle arrangement planning device 110 acquires the initial vehicle arrangement from the fleet management device 210 and draws up a vehicle arrangement plan in which vehicles are to be arranged in which depots 230 . In the initial vehicle allocation, the vehicles to be allocated to the customers are designated, and which vehicle is to be allocated to which depot 230 may be tentatively designated. At that time, the vehicle arrangement planning device 110 considers the initial vehicle arrangement and the initial operation plan planned by the customer for the business, and the charge/discharge management system 100 takes into account the costs incurred due to charging and discharging. By making appropriate corrections, vehicle allocation plans and operation plans will be created. As a result, the vehicle arrangement plan and the operation plan are mutually reflected and matched.

The vehicle arrangement planning device 110 stores the initial operation plan, the environmental specifications of each vehicle assigned to the customer, and the capacity of the EVs assigned to the customer or arranged at each depot 230 in the initial vehicle arrangement plan. It reads the discharge capacity, the target power amount of the customer, and the power demand amount of the customer. Furthermore, the vehicle layout planning device 110 compares the target power amount and the power demand amount, and if there is a difference (excess or deficiency) between them, determines that the difference needs to be eliminated by charging or discharging. Then, the vehicle layout planning device 110 determines whether or not the difference exceeds the charging/discharging capacity of the EVs disposed at each depot 230 . When the difference exceeds the charging/discharging capacity of the EV, the vehicle layout planning device 110 cooperates with the charging/discharging planning device 120 to identify the vehicles to be operated in the operation plan and the depots during the time when the vehicles are not operating. 230 is changed. Vehicles placed in the depots 230 can be used for charging or discharging, so by changing the placement, the charging/discharging capability of each depot 230 can be changed. Vehicle layout planning device 110 and charging/discharging planning device 120 should change the charging/discharging capability so that the difference is within the range of the charging/discharging capability.

At that time, the vehicle layout planning device 110 acquires the vehicle specifications including the environmental specifications of each vehicle from the fleet management device 210, and calculates the degree of impact on the environment based on the operation plan and the vehicle layout plan. , create an operation plan and a vehicle layout plan so that the degree of environmental impact satisfies a predetermined allowable condition. Environmental specifications are the characteristics related to the environmental impact of a vehicle as a product. For example, fuel consumption characteristics or electricity consumption characteristics correspond to environmental specifications. In addition, the conversion coefficients used to calculate environmental indicators such as CO2 emissions from energy consumption such as gasoline also correspond to environmental specifications. The degree of impact on the environment is, for example, CO2 emissions. For example, it is possible to calculate the amount of consumption of the energy source from the traveling distance of the vehicle in operation and the fuel consumption characteristic or electricity consumption characteristic, and then calculate the CO2 emissions from the energy consumption amount and the conversion factor. It is desirable that the vehicle layout planning device 110 operates vehicles so as to reduce CO2 emissions as much as possible. Environmental indexes such as CO2 emissions are also output to the charge/discharge planning device 120 .

FIG. 3 is a flowchart of processing executed in cooperation between the vehicle layout planning device and the charging/discharging planning device in the first embodiment.

First, the vehicle allocation planning device 110 reads information on vehicle allocation, vehicle specifications, and operation plans, and in step S101 allocates vehicles to the operation of the customer's business and allocation to the depot 230 . The resulting vehicle arrangement plan and operation plan are notified to the charge/discharge planning device 120 .

The charge/discharge planning device 120 reads the target power amount and power demand information for each depot 230, calculates the charge/discharge capacity corresponding to the vehicle layout plan notified from the vehicle layout plan device 110, and calculates the charge/discharge capacity in step S102. , the target charge/discharge amount is calculated from the target power amount and the power demand amount, and the charge/discharge capacity and the target charge/discharge amount are compared. The charge/discharge capacity of the depot 230 is the sum of the charge/discharge capacities of the EVs placed in the depot 230 . The charging/discharging capacity of each EV can be calculated based on the charging capacity of the EV and the current amount of charge. The charging capacity of the EV and the current charging amount are included in the information (diagnosis information) on the state of the storage battery of the EV obtained by vehicle diagnosis. Diagnostic information may be obtained from fleet manager 210 . The target charge/discharge amount is a value that indicates the amount of power to be charged to and discharged from the EV required to keep the power demand below the target power amount. Specifically, the difference between the power demand amount and the target power amount. is.

When the charge/discharge capacity is insufficient for the target charge/discharge amount (YES in step S103), the charge/discharge planning device 120 requests the fleet management device 210 to change the vehicle arrangement plan. This request also includes a request to allocate the vehicles such as EVs remaining in the vehicle pool 220 to operation by the customer's business and placement in the depot 230 . In step S104, the fleet management device 210 corrects the vehicle arrangement plan so as to improve the charge/discharge capability of the depot 230, and notifies the charge/discharge planning device 120 of it.

The charging/discharging planning device 120 reads the vehicle layout plan information corrected by the fleet management device 210 in step S106. Then, in step S107, the charge/discharge planning device 120 calculates the charge/discharge capacity corresponding to the new vehicle layout plan, returns to step S102, and compares the charge/discharge capacity with the target charge/discharge amount.

In step S103, if the charge/discharge capacity is sufficient for the target charge/discharge amount (NO in step S103), the charge/discharge planning device 120 notifies the vehicle arrangement planning device 110 of the vehicle arrangement plan at that time.

Upon receiving the vehicle layout plan from the charging/discharging planning device 120, the vehicle layout planning device 110 acquires the environmental specifications of each vehicle in step S108, and calculates the CO2 emissions of each depot 230 in step S109. do. Then, the vehicle layout planning device 110 outputs and records the CO2 emission amount as an environmental index in step S110.

Subsequently, in step S111, the vehicle layout planning device 110 compares the new environmental index with the previously calculated environmental index to calculate the difference. Subsequently, in step S112, the vehicle layout planning device 110 determines whether or not the difference in environmental index satisfies a predetermined allowable condition.

It is possible that the environmental indicators, such as CO2 emissions, due to vehicle layout plans modified to improve charge/discharge capacity may be lower than in the previous survey, but here we have confirmed that the degree of decline is tolerable. ing.

If the environmental index difference does not satisfy the allowable condition, the vehicle layout planning device 110 notifies the charging/discharging planning device 120 to that effect, and the charging/discharging planning device 120 performs the processing from step S104.

If the environmental index difference satisfies the permissible condition, the vehicle layout planning device 110 corrects and outputs the operation plan in step S113 so as to correspond to the vehicle layout plan.

As described above, the charging/discharging capacity and environmental specifications are compared and judged repeatedly to formulate an optimal vehicle layout plan.

FIG. 4 is a diagram for explaining the charge/discharge planning device.

The charge/discharge planning device 120 inputs the target power amount and the power demand amount from the EMS 240 of the consumer, checks the battery state of the EV by performing vehicle diagnosis, and determines the target power amount based on the given vehicle layout plan. A plan for charging or discharging the EV is created so as to eliminate the difference between the EV and the electric power demand. At this time, the charge/discharge planning device 120 creates a charge/discharge plan so as to suppress the power cost (electricity rate) as much as possible and to suppress CO2 emissions as an environmental indicator. The power cost can be calculated from the power demand and the power rate system. Also, at this time, the charge/discharge planning device 120 considers the actual value of the amount of power actually charged/discharged to the EV with respect to the charge/discharge amount instructed to the charger/discharger 231 in the past, and determines the indicated value of the charge/discharge amount. do.

The actual values obtained from the EV are taken into consideration because the values instructed to charge/discharge by the charger/discharger (instructed values) and the values actually charged/discharged by the charger/discharger (actual values) may differ. This is because the indicated value is determined by assuming the difference.

FIG. 5 is a flowchart of processing for creating a charge/discharge plan.

First, the charge/discharge planning device 120 reads the target power amount, the power demand amount, the actual charge, and the actual charge/discharge, and then calculates the charge/discharge capacity of each depot 230 in step S201. The charging/discharging capacity of the depot 230 is the sum of the amount of power that can be charged (charging capacity) and the total amount of power that can be discharged (discharging capacity) of EVs connected to the charger/discharger installed in the depot 230. including. The charge capacity is the total value of the free capacity of the storage battery, and the discharge capacity is the total value of the electric energy charged in the storage battery.

Next, after reading the results of the vehicle state diagnosis, the charge/discharge planning device 120 corrects the charge/discharge capacity calculated in step S201 based on the vehicle state diagnosis in step S202. The vehicle state diagnosis is for diagnosing the state of the vehicle, and diagnostic items include the degree of deterioration of the storage battery. The correction here is to correct the value of the charge/discharge capability based on the state of the vehicle. As the storage battery deteriorates, the charging capacity decreases. Taking this into account, for example, the charge capacity is multiplied by a factor such as 0.7 according to the degree of deterioration to bring it closer to the actual capacity.

Next, after reading the power cost, vehicle specifications, and operation plan, the charge/discharge planning device 120 derives the conditions for optimizing the charge/discharge plan in step S203. The optimization of the charging/discharging plan eliminates the difference between the target amount of power and the amount of power demanded by charging/discharging the EV, and minimizes the total cost of the power cost (electricity rate) and the CO2 emission cost. It is to solve the optimization problem and identify the optimal charge/discharge schedule. The conditions for that optimization are now determined. Note that the CO2 emission cost referred to here is the CO2 emission amount converted into a cost by multiplying the CO2 emission amount by a predetermined coefficient.

Then, in step S204, the charge/discharge planning device 120 solves the optimization problem and creates an optimum charge/discharge plan. Next, in step S205, the charging/discharging planning device 120, based on the charging/discharging plan obtained as a result of the optimization, issues a charging instruction to the PHEV connected to the charger in each depot 230, and the charger/discharger and charge/discharge instructions for the EV connected to the EV. The charge instruction is an instruction to charge the PHEV assigned to the service to run on electric energy. Furthermore, in step S206, the charge/discharge planning device 120 calculates the CO2 emissions for each depot 230 from the charge/discharge plan and the operation plan obtained as a result of the optimization.

FIG. 6 is a flowchart of group management processing. In the group management process, for each depot 230, the charging/discharging instruction to charge or discharge the EV at the depot 230 generated by the charging/discharging planning device 120 is reissued according to the charging/discharging performance of the EV. This is a process of correcting the charging/discharging instruction so as to reassign the charging or discharging to the EV at the depot 230 concerned. Since the processing of the charging/discharging planning device 120 to create a charging/discharging plan and charging/discharging instructions involves computation for solving an optimization problem, the amount of computation is large and it is difficult to execute it frequently. The group management process is executed at a shorter cycle than the process of creating the charge/discharge instructions of the charge/discharge planning device 120 so as to follow the actual charge/discharge results. In addition, in the charging/discharging plan by the charging/discharging planning device 120, charging/discharging of not only EVs but also PHEVs is planned, whereas the group management process re-appropriates the amount of electric power to be charged/discharged only for EVs. . In addition, although the allocation is exemplified here, it is not always necessary to allocate so as to divide into a plurality of EVs.

Referring to FIG. 6, the group management device 130 first reads the target power amount and the power demand amount, and then calculates the target charge/discharge amount in step S301. Subsequently, the group control device 130 acquires the amount of electric power charged/discharged as a result (hereinafter also referred to as “recorded charge/discharge”), and then compares the actual charge/discharge with the target amount of charge/discharge in step S302. It is determined whether or not the charge/discharge record satisfies the target charge/discharge amount. If the actual charge/discharge amount is insufficient for the target charge/discharge amount, the group control device 130 reads the charge/discharge instruction, and then, in step S303, reallocates the required charge/discharge amount to each EV. The necessary charging/discharging amount is the difference between the target charging/discharging amount and the charging/discharging actual amount that the actual charging/discharging amount does not reach the target charging/discharging amount. Although it is not particularly limited to the appropriate method, the electric energy may be evenly distributed to the EVs connected to the charger/discharger installed at the depot 230 simply. Alternatively, the amount may be proportionally based on SOC (State Of Charge), that is, how much the storage battery is charged. For example, in the case of discharging, it may be proportionally distributed according to the ratio of the amount of electric power being charged.

FIG. 7 is a diagram showing an example of vehicle specifications. The table in FIG. 7 includes a vehicle type indicating the type of vehicle, a vehicle number that individually identifies the vehicle, the electricity consumption or fuel efficiency of the vehicle, the year of the vehicle (and the period in which the storage battery is used ( years of use)) are registered in association with each other.

Vehicle specifications are used not only to generate charge/discharge plans, but also to create vehicle layout plans. Therefore, the vehicle type includes not only EV but also non-EV, and in the case of non-EV, fuel efficiency information is described. In addition, since the vehicle specifications are used for planning charging and discharging plans, the electricity costs of EVs and PHEVs and the years of use of their storage batteries are also described. Further, information other than that shown in FIG. 7 may be added to the vehicle specifications. For example, information that can be used for diagnosing the state of the storage battery may be described.

Environmental parameters such as conversion factors used to calculate environmental indicators such as CO2 emissions are basically fixed values. may be described in the vehicle specifications and managed.

FIG. 8 is a diagram showing an example of a vehicle layout plan and an operation plan.

FIG. 8 shows which time zone each vehicle provided by the fleet operator operates in the customer's business, and which depot 230 is located in which time zone. This diagram contains information on the vehicle layout plan and information on the operation plan. The vehicle placement plan is information indicating which depot 230 the vehicle will be placed in in which time zone. The operation plan is information provided by the fleet operator indicating in which time zone each vehicle operates.

　Fig. 8 shows the operation or arrangement in each time zone in association with the vehicle type and vehicle number of each vehicle as a vehicle allocation plan and operation plan for one day. t1 to t24 indicate hourly time zones from 0:00 to 24:00 of the day. The time period indicated by the white rectangle is the time period during which the vehicle is operated by the customer's business. The time period indicated by the hatched rectangle is the time period during which the vehicle is placed at the depot 230 described in the rectangle. The vehicle arrangement plan and the operation plan can be described independently, but they can also be described collectively.

FIG. 9 is a diagram showing an example of a vehicle layout plan. FIG. 9 shows the vehicle arrangement plan shown in FIG. 8 arranged for each depot.

For each depot 230, vehicles placed in the depot 230 are classified into chargeable/dischargeable vehicles, ie, EVs, and non-rechargeable/dischargeable vehicles, ie, PHEVs, HVs, and ICEVs, and vehicles belonging to each are placed in the depot 230. Time periods are indicated by rectangles. From FIG. 9, it is possible to confirm the arrangement of vehicles that can be charged/discharged and vehicles that cannot be charged/discharged at each depot 230 . Here, PHEVs that can be charged but not discharged are classified as non-chargeable/dischargeable. However, a PHEV that can be charged is a target vehicle type when a charging/discharging plan is drawn up.

FIG. 10 is a diagram for explaining a case where the arrangement of vehicles is changed. Here, an example of exchanging vehicles arranged between depo1 and depo2 will be described.

By the processing shown in FIG. 3, the vehicle layout planning device 110 makes a vehicle layout plan as shown in FIG. 9, the charge/discharge planning device 120 makes a charge/discharge plan based on the vehicle layout plan, It is assumed that sufficient charging/discharging capacity is ensured to eliminate the difference between the power demand and the target power amount. At this time, the vehicle layout planning device 110 calculates the CO2 emission amount in step S109, and compares it with the previous CO2 emission amount in step S111. However, if it is determined in step S112 that the permissible condition for CO2 emissions at Depo2 is not satisfied, it is necessary to return to step S104 and correct the vehicle layout plan. In that case, CO2 emissions are reduced while maintaining the operation plan for the customer's business and maintaining sufficient charge and discharge capacity to eliminate the difference between the amount of electricity demanded and the target amount of electricity. is required.

If the positions of the chargeable/dischargeable vehicle EVn1 placed in Depo1 and the non-chargeable/dischargeable vehicle HV1 placed in Depo2 indicated by the dashed rectangle in FIG. 9 are switched, the CO2 emissions of Depo2 are reduced. can do. Even in that case, assuming that both Depo 1 and Depo 2 secure sufficient charge/discharge capacity to eliminate the difference in the morning when the difference between the power demand amount and the target power amount occurs, it is appropriate to correct the vehicle allocation plan. can be said to be FIG. 10 shows how such a vehicle arrangement plan is changed. Looking at FIG. 10, the placement of EVn1 and HV1 in the depot 230 is switched.

FIG. 11 is a diagram showing the state of power demand to which the charge/discharge instruction in the first embodiment is applied.

The target power amount is determined based on the contract power amount of the consumer. Normally, the target power amount is set within the range of the contract power amount. Here, it is assumed that the value is set in consideration of charge/discharge control. When the power demand is likely to exceed the target power amount, it is possible to keep the power demand within the target power amount by controlling the charging and discharging of the EV, so the target power amount is set to a value close to the contract power amount. be able to.

As described above, the charge/discharge planning device 120 compares the target amount of power with the amount of power demand, and compares the time period when charging is possible and the amount of charge at that time, and the time period when discharge is required and the amount of discharge at that time. and generate a charge/discharge instruction. Then, for example, when the peak of the power demand approaches or exceeds the target power amount, a discharge instruction is issued to suppress the power demand by causing the EV to discharge. Further, the group control device 130 corrects the charging/discharging instruction so as to follow the charging/discharging performance. In the upper graph of FIG. 11 , the dashed line indicates the power demand when adjustment by the charge/discharge instruction is not performed, and the solid line indicates the power demand when the adjustment is performed. A state is shown in which the charge/discharge instruction is adjusted so that the power demand does not exceed the target power amount.

Here, as shown in FIG. 7, it is assumed that EV1 has higher electricity consumption characteristics than EVn1. Therefore, as shown in the middle and lower graphs of FIG. 11, a charge/discharge instruction is issued to cause EV1 to discharge a larger amount of power than EVn1.

FIG. 12 is a block diagram of a charge/discharge management system according to the second embodiment.

The charging/discharging management system 100 of the second embodiment is the same as that of the first embodiment in that it has a vehicle layout planning device 110 and a charging/discharging planning device 120, but does not have a group control device. different from The configurations and operations of the vehicle layout planning device 110 and the charging/discharging planning device 120 are basically the same as those of the first embodiment. However, the charging/discharging instruction created by the charging/discharging planning device 120 is used as it is for controlling the charging/discharging of the EV at each depot 230 .

FIG. 13 is a diagram showing the state of power demand to which the charge/discharge instruction in the second embodiment is applied.

It is assumed that the target power consumption in Example 2 is the same value as in Example 1 shown in FIG.

As described above, the charge/discharge planning device 120 compares the target amount of power with the amount of power demand, and compares the time period when charging is possible and the amount of charge at that time, and the time period when discharge is required and the amount of discharge at that time. and generate a charge/discharge instruction. Then, for example, when the peak of the power demand approaches or exceeds the target power amount, a discharge instruction is issued to suppress the power demand by causing the EV to discharge. In this embodiment, the charge/discharge instruction is not corrected so as to follow the charge/discharge performance.

In the upper graph of FIG. 13, the dashed line indicates the amount of power demand when adjustment by the charge/discharge instruction is not performed, and the solid line indicates the amount of power demand when adjustment is performed. A state is shown in which the charge/discharge instruction is adjusted so that the power demand does not exceed the target power amount.

Looking at the middle and lower graphs in FIG. 13, in the present embodiment, the charge/discharge instruction is not corrected in a short cycle by the group management process. A sudden change does not occur in the amount of discharge. The charge/discharge amount of EVn1 shown in the lower graph shows a more gradual change than the charge/discharge amount shown in the lower graph of FIG.

As an example 3, an example is shown in which a customer who conducts business using vehicles also manages the fleet. In Example 3, the vehicle pool and the depot are used together. Therefore, there is no need to arrange vehicles from the vehicle pool to the depot, and all the vehicles in stock of the customer are subject to the operation plan. A parking place that serves both as a vehicle pool and a depot is called a depot in this embodiment.

FIG. 14 is a block diagram of a charge/discharge management system according to the third embodiment.

The fleet management device 210 is used by consumers. The fleet management device 210 manages vehicle specifications and vehicle conditions, as in the first embodiment.

　In the depot 230, EVs and/or non-EVs are arranged based on the vehicle arrangement plan, as in the first embodiment, and these vehicles are to be operated according to the operation plan. A charger 232 and a charger/discharger 231 are installed in each depot 230 .

　Consumers charge and discharge the EV according to the charging and discharging plan and receive power adjustment. The EMS 240 manages the target power amount, the power demand amount, and the power demand record of the consumer. The EMS 240 acquires actual values of charging/discharging by the charger 232 and the charger/discharger 231 from each depot 230 . The consumer's target power amount and power demand amount are input from the EMS 240 to the charge/discharge management system 100 .

The charging/discharging management system 100 has a vehicle layout planning device 110, a charging/discharging planning device 120, and a group management device 130, as in the first embodiment.

The charge/discharge management system 100 acquires information on the target power amount and the power demand amount from the EMS 240 and acquires information on the actual charge/discharge amount from the depot 230 . Also, the charge/discharge management system 100 acquires information on vehicle specifications and vehicle arrangement from the fleet management device 210 . Then, based on the acquired information, the charge/discharge management system 100 creates a charge/discharge plan, which is a charge/discharge plan for each vehicle operated by the consumer, and a charge/discharge plan for the depot 230 when each vehicle is not in operation. A vehicle placement plan, which is a placement plan, is generated.

The vehicle layout plan is notified to the customer together with the operation plan, and is used by the customer for vehicle operation and storage. The charging/discharging management system 100 appropriately corrects the initial operation plan planned by the customer to conduct the business together with the vehicle layout plan in consideration of the costs associated with charging/discharging, and notifies the customer. The charging/discharging plan is reflected in charging instructions and charging/discharging instructions for charging and discharging the vehicle at each depot 230 .

FIG. 15 is a flowchart of processing executed in cooperation between the vehicle layout planning device and the charging/discharging planning device in the third embodiment. Among the steps in this flowchart, the steps that are the same as the steps in the processing in the first embodiment shown in FIG. The flowchart of FIG. 15 has step S1101 in place of step S101 in the flowchart of the first embodiment shown in FIG. 3, and steps S1102 to S1105 in place of steps S104 to S107.

First, the vehicle allocation planning device 110 reads vehicle allocation, vehicle specifications, and operation plan information, and in step S1101 confirms the operation of the customer's business and the allocation of vehicles to the allocation to the depot 230. . The resulting vehicle arrangement plan and operation plan are notified to the charge/discharge planning device 120 .

In addition, when the charge/discharge planning device 120 determines in step S103 that the charge/discharge capability is insufficient, in step S1102, it checks how chargeable/dischargeable vehicles, that is, EVs, are assigned. . For example, when the EV is in operation and the non-EV is placed in the depot 230 during a period when the charging/discharging capacity is insufficient, the non-EV is switched to operate and the EV is placed in the depot 230. By doing so, it is possible to improve the charge/discharge capability of the depository 230 during the time period.

If there is a chargeable/dischargeable vehicle to be operated (YES in step S1103), the charge/discharge planning device 120 selects which of the chargeable/dischargeable vehicles to be operated in step S1104. is selected, and in step S1105, the non-chargeable/dischargeable vehicle arranged in the depot 230 in the vehicle arrangement plan is replaced with the selected chargeable/dischargeable vehicle. Since the charge/discharge capability of the depot 230 is thereby improved, the process returns to step S102 to continue the subsequent processes. Moreover, when determining a vehicle to replace the selected vehicle, the charge/discharge planning device 120 preferably gives priority to vehicles with good electricity consumption or fuel efficiency and low CO2 emissions.

Also, in the confirmation of step S1102, if there is no chargeable/dischargeable vehicle to be operated (NO in step S1103), the charge/discharge planning device 120 stops improving the charge/discharge capability any further. , the vehicle layout planning device 110 is notified of this fact. In step S113, the vehicle arrangement planning device 110 that has received the notification determines the vehicle arrangement plan, corrects the operation plan so as to correspond to the vehicle arrangement plan, and outputs it.

FIG. 16 is a diagram showing an example of a vehicle layout plan and an operation plan.

　Fig. 16 shows in what time period each vehicle managed and operated by the customer operates under the customer's business, and in what time period and in which depot 230 it is placed. This diagram contains information on the vehicle layout plan and information on the operation plan. The vehicle placement plan is information indicating which depot 230 the vehicle will be placed in in which time zone. The operation plan is information provided by the fleet operator indicating in which time zone each vehicle operates.

In FIG. 16, as a vehicle allocation plan and operation plan for one day, operations or allocations in each time period are shown in association with the vehicle type and vehicle number of each vehicle. t1 to t24 indicate hourly time zones from 0:00 to 24:00 of the day. The time period indicated by the white rectangle is the time period during which the vehicle is operated by the customer's business. The time period indicated by the hatched rectangle is the time period during which the vehicle is placed at the depot 230 described in the rectangle. In the charging/discharging plan of the third embodiment, similarly to the first embodiment, the EV is the target of the charging/discharging instruction, and the PHEV is the target of the charging instruction.

　Fig. 17 is a diagram showing an example of a vehicle arrangement plan and an operation plan partially changed from the example of Fig. 16.

Here, in the vehicle layout plan and operation plan shown in FIG. 16, it is assumed that the charge/discharge capacity is insufficient at around 18:00 in the evening at Depo1.

The charge/discharge planning device 120 replaces the PHEV1 and the EVn1 so as to improve the charge/discharge capacity of the depot 230 while ensuring the operation of the vehicle included in the operation plan for the time period when the charge/discharge capacity is insufficient. ing. EVn1, which was to be operated during the time period, is arranged in Depo1, and instead, PHEV1, which was to be arranged in Depo1, is to be operated. This improves the charge/discharge capability of the Depo1 during the time period. At this time, there are HVm1, ICEV1, ICEVm1, etc. as vehicles that can be operated in place of EVn1 in place of PHEV1.

The above-described embodiment is an example for explanation of the present invention, and is not meant to limit the scope of the present invention only to this embodiment. Those skilled in the art can implement the invention in various other forms without departing from the scope of the invention.

In addition, the embodiments described above include the following matters. However, the matters included in the embodiments are not limited to those shown below.

(Matter 1)
A charging/discharging plan for charging and discharging the first vehicle by a charger/discharger installed at a storage location where the first vehicle used by the customer and capable of being charged and discharged is stored and for charging and discharging the first vehicle. A charging/discharging management system for creating a plan and a vehicle arrangement plan showing a plan for arranging the first vehicle in the storage area when the first vehicle is not in operation,
The power demand amount is calculated based on a target power amount indicating an upper limit target value of the power amount consumed by the consumer and a power demand amount indicating how much power the consumer consumes at what time. A target charging/discharging amount indicating an amount of electric power to be charged to or discharged from the first vehicle required for suppressing the electric power amount to the target electric amount or less, and based on a given vehicle arrangement plan, the A charge/discharge capacity, which is an amount of electric power that can be charged to or discharged from a first vehicle placed in a storage location, is calculated, and the a charge/discharge planning department that creates a charge/discharge plan;
When the charging/discharging capacity reaches or exceeds the target charging/discharging amount in the charging/discharging planning unit, an operation plan indicating a plan regarding which vehicle to operate at what time, and an energy source to be consumed by each vehicle. a vehicle layout planning unit that calculates a vehicle layout plan indicating a storage location for non-operating time for each of the first vehicles, based on the vehicle specifications including information on the mileage of the vehicle;
have

According to this, in a configuration in which an on-board storage battery of an electric vehicle is used to adjust the electric power supplied to a consumer, the arrangement of the vehicle is determined so that the charge/discharge capacity is equal to or greater than the target charge/discharge amount. can be effectively used.

(Matter 2)
The charging/discharging planning unit further controls the charging/discharging so that a charging/discharging performance value representing a track record of charging the first vehicle or discharging from the first vehicle in the charger/discharger is equal to the target charging/discharging amount. create a discharge plan,
The charge/discharge management system according to Item 1.

According to this, the charging/discharging plan is created so that the actual charging/discharging amount of the electric vehicle is set as the target amount of charging/discharging, so the on-board storage battery of the electric vehicle can be effectively used in consideration of the actual value.

(Matter 3)
The consumer can use a second vehicle that cannot discharge in addition to the first vehicle,
The operation plan is a plan regarding which first vehicle or second vehicle to operate at what time,
The vehicle arrangement plan indicates a storage location for non-operating time for each of the first vehicle and the second vehicle,
Said fleet planning unit:
calculating an environmental index indicating the degree of impact on the environment caused by the operation of the first vehicle and the second vehicle of the consumer, based on the operation plan and the vehicle specifications;
determining whether the environmental index satisfies a predetermined allowable condition;
correcting the vehicle arrangement plan and the operation plan if the environmental index does not satisfy the allowable condition;
determining the vehicle arrangement plan and the operation plan if the environmental index satisfies the permissible condition;
The charge/discharge management system according to Item 1.

According to this, the placement of vehicles is determined so that the environmental index satisfies the permissible conditions, so it is possible to effectively use the on-board storage batteries of electric vehicles for power adjustment while considering the impact on the environment.

(Matter 4)
When the vehicle layout planning unit corrects the vehicle layout plan and the operation plan because the environmental index does not satisfy the allowable condition, the charging/discharging planning unit recalculates the charging/discharging capacity, and calculates the charging/discharging capacity. creating the charge/discharge plan so that the capacity is equal to or greater than the target charge/discharge amount;
The charge/discharge management system according to item 3.

According to this, when the operation plan and vehicle arrangement plan are revised so that the environmental index satisfies the permissible condition, the charging/discharging plan is created so that the charging/discharging capacity satisfies the condition of the target charging/discharging amount. It is possible to effectively use the on-board storage battery of the electric vehicle while satisfying both the influence of and the target charge/discharge amount.

(Matter 5)
The charge/discharge planning unit calculates a power cost based on the amount of power charged or discharged by the first vehicle in the charge/discharge plan, and creates the charge/discharge plan so as to keep the power cost as low as possible.
The charge/discharge management system according to Item 1.

According to this, a charging/discharging plan can be created so as to reduce power costs.

(Matter 6)
The charging/discharging planning unit acquires vehicle diagnostic information indicating the charging capacity and current charging amount of each first vehicle, and based on the vehicle diagnostic information, the amount of electric power that can be charged or discharged to each of the first vehicles. Calculate the charge and discharge capacity by adding up in units of the storage location,
The charge/discharge management system according to Item 1.

According to this, it is possible to appropriately secure the target power amount in consideration of the charge/discharge capacity of each electric vehicle.

(Matter 7)
The difference between the target charging/discharging amount and the actual charging/discharging value is assigned to the first vehicle stored in the storage location in the vehicle layout plan, and the charging and discharging of the first vehicle by the charger/discharger is controlled. further comprising a group management unit for
The charge/discharge management system according to item 2.

According to this, in order to secure the target power amount, the difference between the target charge/discharge amount and the actual charge/discharge value is divided among the individual first vehicles. control is possible.

(Matter 8)
The charging/discharging planning unit calculates a power cost based on the amount of power to be charged or discharged by the first vehicle in the charging/discharging plan, and calculates the charging/discharging plan by an optimization operation so as to keep the power cost as low as possible. make,
The group management unit allocates the difference to the first vehicle in units of the storage locations at a cycle shorter than the optimization calculation.
The charge/discharge management system according to item 7.

An optimal charge/discharge plan is calculated by a huge amount of optimization calculations, and if a difference occurs due to a discrepancy between the actual charge/discharge and the charge/discharge plan, the difference is eliminated by re-assigning the difference in a short cycle using relatively light calculations. Therefore, appropriate charge/discharge control can be achieved by eliminating the difference through an optimal charge/discharge plan and detailed corrections.

(Matter 9)
The second vehicle includes an electric vehicle that uses electricity as at least part of its energy source and a non-electric vehicle that uses only gasoline as an energy source,
The environmental indicators include CO2 emissions,
The vehicle arrangement planning unit corrects or determines the vehicle arrangement plan and the operation plan so that the environmental index satisfies the permissible condition.
The charge/discharge management system according to item 3.

According to this, it is possible to appropriately allocate electric vehicles and non-electric vehicles such as gasoline vehicles and hybrid vehicles to the operation plan.

DESCRIPTION OF SYMBOLS 100... Charge/discharge management system, 110... Vehicle arrangement planning apparatus, 120... Charge/discharge planning apparatus, 130... Group management apparatus, 210... Fleet management apparatus, 220... Vehicle pool, 230... Depot, 231... Charger/discharger, 232... Charger, 240... EMS

Claims (10)

1. A charging/discharging plan for charging and discharging the first vehicle by a charger/discharger installed at a storage location where the first vehicle used by the customer and capable of being charged and discharged is stored and for charging and discharging the first vehicle. A charging/discharging management system for creating a plan and a vehicle arrangement plan showing a plan for arranging the first vehicle in the storage area when the first vehicle is not in operation,
   The power demand amount is calculated based on a target power amount indicating an upper limit target value of the power amount consumed by the consumer and a power demand amount indicating how much power the consumer consumes at what time. A target charging/discharging amount indicating an amount of electric power to be charged to or discharged from the first vehicle required for suppressing the electric power amount to the target electric amount or less, and based on a given vehicle arrangement plan, the A charge/discharge capacity, which is an amount of electric power that can be charged to or discharged from a first vehicle placed in a storage location, is calculated, and the a charge/discharge planning department that creates a charge/discharge plan;
   When the charging/discharging capacity reaches or exceeds the target charging/discharging amount in the charging/discharging planning unit, an operation plan indicating a plan regarding which vehicle to operate at what time, and an energy source to be consumed by each vehicle. a vehicle layout planning unit that calculates a vehicle layout plan indicating a storage location for non-operating time for each of the first vehicles, based on the vehicle specifications including information on the mileage of the vehicle;
   charge and discharge management system.
2. The charging/discharging planning unit further controls the charging/discharging so that a charging/discharging performance value representing a track record of charging the first vehicle or discharging from the first vehicle in the charger/discharger is equal to the target charging/discharging amount. create a discharge plan,
   The charge/discharge management system according to claim 1.
3. The consumer can use a second vehicle that cannot discharge in addition to the first vehicle,
   The operation plan is a plan regarding which first vehicle or second vehicle to operate at what time,
   The vehicle arrangement plan indicates a storage location for non-operating time for each of the first vehicle and the second vehicle,
   Said fleet planning unit:
   calculating an environmental index indicating the degree of impact on the environment caused by the operation of the first vehicle and the second vehicle of the consumer, based on the operation plan and the vehicle specifications;
   determining whether the environmental index satisfies a predetermined allowable condition;
   correcting the vehicle arrangement plan and the operation plan if the environmental index does not satisfy the allowable condition;
   determining the vehicle arrangement plan and the operation plan if the environmental index satisfies the permissible condition;
   The charge/discharge management system according to claim 1.
4. When the vehicle layout planning unit corrects the vehicle layout plan and the operation plan because the environmental index does not satisfy the allowable condition, the charging/discharging planning unit recalculates the charging/discharging capacity, and calculates the charging/discharging capacity. creating the charge/discharge plan so that the capacity is equal to or greater than the target charge/discharge amount;
   The charging/discharging management system according to claim 3.
5. The charge/discharge planning unit calculates a power cost based on the amount of power charged or discharged by the first vehicle in the charge/discharge plan, and creates the charge/discharge plan so as to keep the power cost as low as possible.
   The charge/discharge management system according to claim 1.
6. The charging/discharging planning unit acquires vehicle diagnostic information indicating the charging capacity and current charging amount of each first vehicle, and based on the vehicle diagnostic information, the amount of electric power that can be charged or discharged to each of the first vehicles. Calculate the charge and discharge capacity by adding up in units of the storage location,
   The charge/discharge management system according to claim 1.
7. The difference between the target charging/discharging amount and the actual charging/discharging value is assigned to the first vehicle stored in the storage location in the vehicle layout plan, and the charging and discharging of the first vehicle by the charger/discharger is controlled. further comprising a group management unit for
   The charge/discharge management system according to claim 2.
8. The charging/discharging planning unit calculates a power cost based on the amount of power to be charged or discharged by the first vehicle in the charging/discharging plan, and calculates the charging/discharging plan by an optimization operation so as to keep the power cost as low as possible. make,
   The group management unit allocates the difference to the first vehicle in units of the storage locations at a cycle shorter than the optimization calculation.
   The charging/discharging management system according to claim 7.
9. The second vehicle includes an electric vehicle that uses electricity as at least part of its energy source and a non-electric vehicle that uses only gasoline as an energy source,
   The environmental indicators include CO2 emissions,
   The vehicle arrangement planning unit corrects or determines the vehicle arrangement plan and the operation plan so that the environmental index satisfies the permissible condition.
   The charging/discharging management system according to claim 3.
10. A charging/discharging plan for charging and discharging the first vehicle by a charger/discharger installed at a storage location where the first vehicle used by the customer and capable of being charged and discharged is stored and for charging and discharging the first vehicle. A charging/discharging management method for creating a plan and a vehicle arrangement plan indicating a plan for arranging the first vehicle in the storage area during non-operating hours,
    the computer
    The power demand amount is calculated based on a target power amount indicating an upper limit target value of the power amount consumed by the consumer and a power demand amount indicating how much power the consumer consumes at what time. A target charging/discharging amount indicating an amount of electric power to be charged to or discharged from the first vehicle required for suppressing the electric power amount to the target electric amount or less, and based on a given vehicle arrangement plan, the A charge/discharge capacity, which is an amount of electric power that can be charged to or discharged from a first vehicle placed in a storage location, is calculated, and the Create a charge and discharge plan,
    When the charging/discharging capacity is equal to or higher than the target charging/discharging amount, an operation plan indicating a plan regarding which vehicle to operate at what time and information on the travel distance for the energy source consumed for each vehicle are provided. and vehicle specifications, calculating a vehicle layout plan indicating a storage location for each of the first vehicles during non-operating hours.

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