WO2022172043A1 - 充放電損失低減方法及び充放電損失低減装置 - Google Patents
充放電損失低減方法及び充放電損失低減装置 Download PDFInfo
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- WO2022172043A1 WO2022172043A1 PCT/IB2021/000081 IB2021000081W WO2022172043A1 WO 2022172043 A1 WO2022172043 A1 WO 2022172043A1 IB 2021000081 W IB2021000081 W IB 2021000081W WO 2022172043 A1 WO2022172043 A1 WO 2022172043A1
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- power
- power receiving
- receiving element
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- discharging
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- 230000009467 reduction Effects 0.000 title claims abstract description 16
- 238000000034 method Methods 0.000 title claims description 25
- 230000008859 change Effects 0.000 claims abstract description 10
- 238000007599 discharging Methods 0.000 claims description 59
- 238000007600 charging Methods 0.000 claims description 56
- 230000007423 decrease Effects 0.000 claims description 11
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- 238000006243 chemical reaction Methods 0.000 description 8
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Classifications
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/0013—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
-
- 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
- B60L53/67—Controlling two or more charging stations
-
- 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
- B60L53/10—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 characterised by the energy transfer between the charging station and the vehicle
- B60L53/14—Conductive energy transfer
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L55/00—Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q10/00—Administration; Management
- G06Q10/04—Forecasting or optimisation specially adapted for administrative or management purposes, e.g. linear programming or "cutting stock problem"
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q50/00—Information and communication technology [ICT] specially adapted for implementation of business processes of specific business sectors, e.g. utilities or tourism
- G06Q50/06—Energy or water supply
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q50/00—Information and communication technology [ICT] specially adapted for implementation of business processes of specific business sectors, e.g. utilities or tourism
- G06Q50/40—Business processes related to the transportation industry
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
- H02J2310/40—The network being an on-board power network, i.e. within a vehicle
- H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
Definitions
- the present invention relates to a charge/discharge loss reduction method and a charge/discharge loss reduction device.
- Patent Document 1 a method of controlling the power consumption of each power consumption element based on the constraint of the total power consumption consumed by the entire group including a plurality of power consumption elements.
- Patent Document 1 a broadcasting element broadcasts a function of the difference between the current value of total power consumption and a reference value of total power consumption within a group.
- Each power consuming element controls its own power consumption using this function and the priority given to itself.
- Patent Document 1 does not describe such a loss.
- the present invention has been made in view of the above problems, and an object thereof is to provide a charging/discharging loss reduction method and a charging/discharging loss reducing device capable of reducing conversion loss related to charging/discharging.
- a charge/discharge loss reduction method changes the priority of a power receiving element, which indicates the degree to which power reception of the power receiving element is prioritized over power reception of other power receiving elements, using the charge/discharge state of the power receiving element. do.
- FIG. 1 is a schematic configuration diagram of a power system according to an embodiment of the present invention.
- FIG. 2 is a flowchart illustrating an operation example of the power reception control device.
- FIG. 3 is a graph explaining a comparative example.
- FIG. 4 is a diagram illustrating an example of a priority changing method.
- FIG. 5 is a graph explaining reduction of charge/discharge loss.
- FIG. 6 is a graph for explaining the responsiveness improvement.
- a power reception control device for an electric vehicle an example of a power reception element
- its peripheral devices according to the present embodiment
- a power system that supplies electrical energy to a load group 11 including a plurality of electric vehicles (EV1, EV2, EV3, ...) via a power facility 12 (an example of a power supply base point 10)
- a power receiving control device the element received power, which is the power received by the electric vehicle EV1 included in the load group 11, is controlled by repeating a predetermined processing cycle.
- the power receiving control device includes a receiving device 21 that receives an electric signal from the outside, a vehicle state acquiring device 22 that acquires information indicating the state of the electric vehicle EV1, and a computing device 23 that calculates the elemental received power of the electric vehicle EV1.
- the electric vehicle EV1 includes a power receiving device 24 that receives power from the outside, a battery 25 that stores the power (elemental received power) received by the power receiving device 24, and a motor 26 that is driven based on the electrical energy stored in the battery 25 or the elemental received power.
- the "processing cycle” includes processing steps (a) to (e).
- the receiving device 21 transmits to the entire load group 11 via the power equipment 12 from the maximum value (Pall_max) of the total transmitted power that can be transmitted to the entire load group 11 via the power equipment 12. acquires information indicating the differential power ( ⁇ P) obtained by subtracting the current value of the total transmitted power (Pall_now).
- the computing device 23 sets the priority ( ⁇ ) of the electric vehicle EV1, which indicates the degree to which power reception of the self (electric vehicle EV1) is prioritized over power reception of other electric vehicles (EV2, EV3, . . . ). , based on a numerical value representing the demand of the user of the electric vehicle EV1.
- the calculation device 23 calculates the element differential power ( ⁇ P) by multiplying the differential power ( ⁇ P) indicated by the acquired information by the priority ( ⁇ ).
- the computing device 23 updates the element received power (Pt+1) by adding the element differential power ( ⁇ P) to the element received power (Pt) in the previous processing cycle.
- the computing device 23 controls the electric vehicle EV1 to receive the updated element received power (Pt+1).
- the "electric vehicle” is an example of a “storage element” or a “power receiving element” that receives power transmitted via the power equipment 12.
- the power storage element stores the received power in a battery (including a secondary battery, a storage battery, and a rechargeable battery).
- Battery storage elements include all devices and devices with batteries, such as vehicles (including electric vehicles, hybrid vehicles, construction machinery, agricultural machinery), rail vehicles, playground equipment, tools, household products, daily necessities, and the like.
- a “storage element” is an example of a “power receiving element” that receives power transmitted via the power equipment 12.
- the “power receiving element” includes a “power consuming element” that consumes the received power without storing it, in addition to the “storage element”.
- Power consumption elements include rail vehicles, playground equipment, tools, household products, daily necessities, and the like.
- a “power consuming element” may be equipped with a battery, such as an electric vehicle. When electric power received by an electric vehicle is not stored in a battery but is directly transmitted to a motor and consumed as driving power of the motor, the electric vehicle is an example of a “power consumption element.”
- “power consuming elements” include all equipment and devices that consume received power without storing it, whether or not they have batteries.
- Power storage element and “power receiving element” both indicate the unit configuration of power reception control by the power reception control device. That is, power reception control according to the present embodiment is performed in units of power storage elements or power reception elements. For example, power reception control according to the present embodiment is performed independently and in parallel for each of a plurality of electric vehicles (EV1, EV2, EV3, . . . ).
- an electricity storage element is taken as an example of a power receiving element
- an electric vehicle (EV) that runs using electricity as an energy source and a motor 26 as a power source is taken as an example of an electricity storage element.
- EV electric vehicle
- the “power equipment 12 ” is an example of the power supply base point 10 .
- the “power equipment 12” includes, for example, the following ⁇ 1> to ⁇ 6>.
- a mobile phone communication network may be used to control the element received power of the electric vehicle EV1 from outside the electric vehicle EV1.
- the configuration of one electric vehicle EV1 among the plurality of electric vehicles (EV1, EV2, EV3, . . . ) included in the load group 11 will be described as an example.
- the electric vehicles (EV2, EV3, . . . ) also have the same configuration as the electric vehicle EV1.
- the power reception control device controls the power received by the electric vehicle EV1 via the power equipment 12.
- the electric vehicle EV1 includes a power receiving device 24 called an onboard charger (OBC).
- OBC onboard charger
- the computing device 23 controls power received by the power receiving device 24 via the power equipment 12 .
- the power received by the power receiving device 24 is stored in the battery 25 .
- the electric vehicle EV1 may directly transmit the power received by the power receiving device to the motor 26 as the drive source without storing it in the battery 25 .
- the electric power supplied to the electric vehicle EV1 via the power equipment 12 is measured by the current measuring device 13.
- a power value measured by the current measuring device 13 is transmitted to the difference information transmitting device 14 .
- Electric energy is supplied to a plurality of electric vehicles (EV1, EV2, EV3, . Furthermore, via one power facility 12, not only a plurality of electric vehicles (EV1, EV2, EV3, ...) but also one or more other power consumption elements 15 included in the load group 11 electrical energy may be supplied.
- Current measurement device 13 measures the total power transmission being sent to all electric vehicles (EV1, EV2, EV3, .
- the current value of power (Pall_now) in other words, the total transmitted power of the entire load group 11 is measured.
- the power capacity of the entire load group 11, that is, the maximum value (Pall_max) of the total transmitted power that can be sent to the entire load group 11 via the power equipment 12 is predetermined.
- the power reception control device controls the element received power of the electric vehicle EV1 based on the constraint of the maximum value (Pall_max) of the total transmitted power. For example, the power reception control device controls the power received by the electric vehicle EV1 so that the current value (Pall_now) of the total transmitted power measured by the current measuring device 13 does not exceed the maximum power value (Pall_max).
- the received power of the electric vehicle EV1 may be controlled so as to allow the current value (Pall_now) of the total transmitted power to temporarily exceed the maximum value (Pall_max) of power.
- the maximum value (Pall_max) of the total transmitted power may or may not be a fixed value. In facilities such as office buildings, commercial facilities, factories, and highway parking areas, there are not only charging stations for electric vehicles (EVs), but also equipment that consumes power, such as lighting, air conditioning, and elevators. do. Depending on these facilities, the maximum value of total transmitted power may fluctuate.
- the difference information transmission device 14 is communicably connected to each of the power equipment 12, the current measurement device 13, and the electric vehicle EV1 by radio or wire.
- the power equipment 12 transmits an electrical signal indicating the maximum value (Pall_max) of the total transmitted power to the difference information transmission device 14 .
- the current measuring device 13 transmits an electrical signal indicating the current value (Pall_now) of the measured total transmitted power to the difference information transmitting device 14 .
- the difference information transmission device 14 includes a calculation section 31 and a transmission section 32 .
- the calculation unit 31 calculates the differential power ( ⁇ P) by subtracting the current value (Pall_now) of the total transmitted power from the maximum value (Pall_max) of the total transmitted power, as shown in Equation (1).
- the transmitter 32 transmits (broadcasts) an electrical signal indicating the differential power ( ⁇ P) to all the electric vehicles (EV1, EV2, EV3, . . . ) included in the load group 11 by mobile communication. .
- An electrical signal indicative of the differential power ( ⁇ P) is received by receiver 21 and forwarded to computing device 23 .
- the power receiving control device can transmit power to the entire load group 11 via the power equipment 12 from the maximum value (Pall_max) of the total transmitted power that can be transmitted to the entire load group 11 via the power equipment 12. It is possible to obtain information indicating the differential power ( ⁇ P) obtained by subtracting the current value of the total transmitted power (Pall_now).
- the difference information transmission device 14 uses the transmission unit 32 to transmit the difference power to the reception devices 21 of all the electric vehicles (EV1, EV2, EV3, . . . ) included in the load group 11 by wireless communication. Transmit (broadcast) information indicating ( ⁇ P). Alternatively, wired communication may be used to transmit the information indicating the differential power ( ⁇ P).
- the difference information transmission device 14 receives, for example, the state of charge (SOC: STATE OF CHARGE) of the battery 25 and the time (T d ) at which power reception ends, transmitted from each electric vehicle. It is not necessary to have a receiving device for receiving a signal indicating the state of That is, between the difference information transmission device 14 and each electric vehicle, only one-way communication from the difference information transmission device 14 to each electric vehicle is sufficient. Bi-directional communication is also possible.
- the difference information transmission device 14 may be, for example, a server connected to the power equipment 12, the current measurement device 13, and the load group 11 via a computer network. Alternatively, the difference information transmission device 14 may be configured as part of the power equipment 12 .
- the vehicle state acquisition device 22 acquires information representing the state of the electric vehicle EV1.
- the "state of the electric vehicle EV1" is a numerical value representing the request of the user of the electric vehicle EV1.
- the numerical value representing the request of the user of the electric vehicle EV1 is the remaining time (T) until the time when the electric vehicle EV1 ends power reception (power reception end time T d ).
- the remaining time (T) can be calculated from the time when the electric vehicle EV1 finishes receiving power.
- the remaining time (T) is the remaining time during which the battery 25 of the electric vehicle EV1 can be charged.
- the power reception end time (T d ) may be a time actually set by the user using an information communication terminal such as a smartphone or a user interface mounted on the electric vehicle EV1. Alternatively, if there is no specific instruction or setting from the user, the time may be estimated from statistical data obtained by investigating the user's past action history (past departure time history, etc.).
- the computing device 23 prioritizes power reception by the self EV1 over power reception by other electric vehicles (EV2, EV3, .
- the priority ( ⁇ ) of the electric vehicle EV1 which indicates the degree to which the electric vehicle EV1
- the calculation device 23 calculates the priority ( ⁇ ) from the remaining time (T) from the current time (T o ) to the power reception end time (T d ) using the equation (2).
- N indicates the total number of electric vehicles receiving power within the load group 11 .
- the priority ( ⁇ ) is inversely proportional to the remaining time (T). As the remaining time (T) becomes shorter, the priority ( ⁇ ) becomes higher.
- the formula (2) is only an example.
- the priority ( ⁇ ) is inversely proportional to the remaining time (T) multiplied by 2 or more g times (g is a positive number). You may
- the total number of electric vehicles (N) may be statistical data (quantity data) obtained by investigating past power reception history in the load group 11, or may be approximated from the current power value (Pall_now). It is also possible to estimate the total number (N).
- the total number (N), like the differential power ( ⁇ P), is broadcast from the differential information transmitter 14 or a device attached to the differential information transmitter 14 .
- the total number (N) may be specified by location information or an identification signal of the charging system.
- the calculation device 23 calculates the element differential power ( ⁇ P) by multiplying the differential power ( ⁇ P) by the priority ( ⁇ ) as shown in the equation (3), and calculates the element received power (Pt) in the previous processing cycle.
- the element received power (Pt+1) is updated by adding the element differential power ( ⁇ P) to
- the suffixes (lower right characters) "t" and “t+1" of the symbol "P" indicating the element received power indicate the number of repetitions of the "processing cycle".
- t is a positive integer including zero.
- the computing device 23 transmits an instruction signal to the power receiving device 24 so that the power receiving device 24 receives the updated element power reception power (Pt+1), and the power receiving device 24 that has received the instruction signal receives the updated element power reception power (Pt+1). Power (Pt+1) is received via power equipment 12 .
- the power reception control device repeatedly executes a "processing cycle" including the processing steps (a) to (e) at a constant cycle to obtain the power (element received power Pt) received by the power receiving device 24 of the electric vehicle EV1. Control.
- step S ⁇ b>01 the receiving device 21 acquires information indicating the differential power ( ⁇ P) calculated by the calculator 31 .
- the process proceeds to step S02, and the vehicle state acquisition device 22 acquires information indicating the power reception end time (T d ) as an example of information indicating the state of the electric vehicle EV1.
- step S03 the power reception control device determines whether or not to continue power reception. For example, when an instruction signal to end power reception is received from the user of the electric vehicle EV1 (NO in S03), or when the current time is the end time (T d ) of power reception, continuation of power reception is ended. Alternatively, when it is detected that the charging port is not connected (NO in S03), the electric vehicle EV1 is likely to start moving within several minutes, so the continuation of power reception is terminated. Furthermore, when the state of charge (SOC) of the battery 25 reaches the target value (NO in S03), continuation of power reception is ended. If these conditions do not exist (YES in S03), the power reception control device continues power reception.
- SOC state of charge
- step S04 the calculation device 23 calculates the priority ( ⁇ ) of the electric vehicle EV1 from the power reception end time (T d ) using equation (2).
- step S05 the calculation device 23 updates the element received power (Pt+1) by substituting the differential power ( ⁇ P) and the priority ( ⁇ ) into the equation (3).
- the computing device 23 controls the power receiving device 24 so that the power receiving device 24 receives the updated elemental received power (Pt+1).
- the power reception control device controls the element received power (P) by repeatedly executing a processing cycle in units of steps S01 to S06 until it is determined NO in step S03.
- the updated element received power (Pt+1) is corrected by subtracting a certain power correction value ( ⁇ Pt) from the previous element received power (Pt). may This makes it difficult for the differential power ( ⁇ P) to become zero. As a result, the electric vehicle desiring to newly start receiving power can start receiving power early.
- the comparative example referred to here is a case in which the charge/discharge reduction method according to this embodiment is not used.
- the upper side is the charging side and the lower side is the discharging side.
- the horizontal axis indicates time.
- Reference numeral 50 indicates available power.
- Reference numeral 51 indicates the power of EV2.
- Reference numeral 52 indicates available remaining power.
- Reference numeral 53 indicates the power of EV1.
- Reference numerals 54-56 will be described later.
- the SOC of E1 is 80% and the SOC of EV2 is 20%. Therefore, the priority ( ⁇ ) of EV2 is higher than the priority ( ⁇ ) of EV1.
- the signal transmitted from the difference information transmission device 14 is negative between times T0 and T1. That is, the differential power ( ⁇ P) is negative.
- EV1 and EV2 discharge during time T0-T1.
- the sign of the signal transmitted from the difference information transmitting device 14 is reversed. That is, the differential power ( ⁇ P) is positive.
- EV1 and EV2 start charging. Between times T1 and T2, the EV2 is charged while decreasing the amount of discharge. After that, at time T2, EV2 is only charged. After time T3, the EV2 is charged with constant power. Similarly, between times T1 to T4, EV1 is charged while decreasing the amount of discharge. After that, at time T4, EV1 is only charged.
- the charging speed of EV2 is fast and the charging speed of EV1 is slow. That is, between times T1 and T3, the slope of code 51 (EV2) is large and the slope of code 53 (EV1) is small. In other words, EV2 has faster charge response than EV1.
- EV2 performs only charging, while EV1 performs both charging and discharging.
- “charging and discharging” may be referred to as “charging and discharging”.
- EV2 is charged using the power discharged by EV1.
- EV1 repeatedly performs charging and discharging, and conversion loss associated with charging and discharging occurs.
- Conversion loss is, for example, AC-DC conversion loss or DC-AC conversion loss.
- conversion loss related to charge/discharge is referred to as “charge/discharge loss”.
- the magnitude of charge/discharge loss is the magnitude of the area indicated by reference numeral 54 .
- the size of area 54 is determined by the height indicated at 55 and the length indicated at 56 .
- Height 55 is determined by the charging rate of EV2 and the discharging rate of EV1. For example, the height 55 increases when the charge rate of EV2 increases rapidly (slope is large) and the discharge rate of EV1 decreases small (slope is small).
- Length 56 is determined by the charging rate of EV2 and the discharging rate of EV1. For example, length 56 is longer if the charging rate of EV2 increases rapidly (higher slope) and the discharging rate of EV1 decreases less (lower slope).
- the power reception control device changes its own priority using its own charge/discharge state. Specifically, the power reception control device lowers the priority when the own electric vehicle is charging compared to when the electric vehicle is discharging. A higher priority means a priority when the signal transmitted from the difference information transmitting device 14 is positive. The power reception control device lowers the lowering priority when its own electric vehicle is discharging compared to when it is charging. A lower priority means a priority when the signal transmitted from the difference information transmission device 14 is negative.
- the raising priority includes two priorities, the priority during charging and the priority during discharging.
- “Charging” or “discharging” here means that the "self” is charging or discharging.
- the own electric vehicle cannot know the state (charge/discharge state) of other electric vehicles. What the own electric vehicle can know is that "self” is charging or discharging.
- EV1 will be explained. As described above, the SOC of EV1 is 80%. Also, the priority of EV1 is lower than the priority of EV2.
- the power reception control device lowers the priority to increase compared to when EV1 is discharging. In other words, the priority increases from 0.01 to 0.0001.
- the power reception control device lowers the lowering priority compared to when EV1 is charging. That is, the lowering priority is changed from 0.05 to 0.0005.
- the SOC of EV2 is 20%.
- the priority of EV2 is higher than the priority of EV1.
- the power reception control device lowers the priority to increase compared to when EV2 is discharging. That is, the increased priority goes from 0.05 to 0.0005.
- the power reception control device lowers the lowering priority compared to when EV2 is charging. That is, the lowering priority is changed from 0.01 to 0.0001.
- the height 55 and length 56 are reduced and the area 54 is reduced as compared with the comparative example of FIG. That is, the period during which EV1 repeats charging and discharging becomes shorter than in the comparative example of FIG. This reduces charge/discharge loss.
- the discharge amount of EV2 is greatly reduced.
- EV1 discharging and EV2 is charging will be described. Since the priority of EV1 (0.01) is higher than the priority of EV2 (0.0005), the increase in the charge amount of EV2 is small, while the discharge amount of EV1 is greatly reduced. Discharge release of EV1 takes precedence over charge increase of EV2.
- the power receiving control device uses the charge/discharge state of its own power receiving element to change the priority ( ⁇ ) of the power receiving element, which indicates the degree to which its own power reception is prioritized over the power reception of other power receiving elements. This reduces charge/discharge loss.
- the power receiving control device calculates the total power transmitted to the entire load group 11 via the power supply base point 10 from the maximum value of the total power transmitted to the entire load group 11 via the power supply base point 10 .
- Obtain information indicating the differential power ( ⁇ P) obtained by subtracting the current value of power.
- the power receiving control device gives higher priority than when the own power receiving element is discharging. Make smaller.
- the power receiving control device gives higher priority than when the own power receiving element is charging. Make smaller.
- the area 54 is reduced as shown in FIG. 5, and the period during which the EV1 repeats charging and discharging is shortened. This reduces charge/discharge loss.
- the power reception control device estimates whether or not there is an electric vehicle that is discharging among the electric vehicles connected to the electric power system.
- the power reception control device estimates whether or not there is an electric vehicle that is discharging among the electric vehicles connected to the electric power system.
- the responsiveness is the same as in the above embodiment.
- the power reception control device makes the responsiveness higher than in the above embodiment.
- the method of changing the power and how it is detected based on the differential power ( ⁇ P) are paired. Whether or not there is an electric vehicle being charged does not need to be a 0/1 estimation such as “exists” or “not existing”, but may be an estimation of whether there are many or few.
- the following estimation method shows a case where the differential power ( ⁇ P) is positive, but if the differential power ( ⁇ P) is negative, charging and discharging may be switched.
- the differential power ( ⁇ P) is positive.
- a discharging electric vehicle changes the differential power ( ⁇ P) each time the differential power ( ⁇ P) is transmitted, and a charging electric vehicle changes the differential power ( ⁇ P) once every several times.
- the power receiving control device can estimate that there is a discharging electric vehicle when the differential power ( ⁇ P) changes each time.
- the response frequency is increased by, for example, operating the electric vehicle being charged 4 out of 5 times.
- the charging electric vehicle has a lower response frequency, so the amount of increase in charging decreases, and power is preferentially supplied to the discharging electric vehicle.
- the amount of change in electric power during charging of an electric vehicle may be reduced to about 1/10 compared to that during discharging. From this, it can be seen that the number of electric vehicles discharging is large when the amount of change in the differential power ( ⁇ P) is small.
- the power reception control device estimates the overall responsiveness using the rate of change of the differential power ( ⁇ P), and corrects the rate of change determined by its own priority. As a result, as shown in FIG. 6, when there is only an electric vehicle being charged, the charging speed can be increased to the normal speed due to the effect of correction. At time T3 in FIG. 6, there are only electric vehicles that are being charged. It can be seen that the responsiveness of EV2 is improved after time T3.
- the power receiving control device estimates whether there is a discharging power receiving element among the power receiving elements connected to the power system based on the change rate of the information indicating the differential power ( ⁇ P).
- the power receiving control device Decreases the amount of power received from normal increments. If the information indicating the differential power ( ⁇ P) is a negative value, the power receiving element is discharging, and it is estimated that there is a power receiving element that is discharging, the power receiving control device determines whether the power receiving element is Reduces the amount of power discharged from the normal increase. This makes it possible to reduce charge/discharge loss and complete charging by the time desired by the user.
- the normal increase amount is defined as the increase amount when it is not estimated whether or not there is a discharging power receiving element.
- Processing circuitry includes programmed processing devices, such as processing devices that include electrical circuitry. Processing circuitry also includes devices such as application specific integrated circuits (ASICs) and circuit components arranged to perform the described functions.
- ASICs application specific integrated circuits
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Abstract
Description
(a)受信装置21は、電力設備12を経由して負荷群11の全体に送ることができる総送電電力の最大値(Pall_max)から、電力設備12を経由して負荷群11の全体に送っている総送電電力の現在値(Pall_now)を減じて得られる差分電力(ΔP)を示す情報を取得する。
(b)計算装置23は、他の電気自動車(EV2、EV3、・・・)の受電よりも自己(電気自動車EV1)の受電が優先される度合いを示す電気自動車EV1の優先度(β)を、電気自動車EV1のユーザの要求を表す数値に基づいて算出する。
(c)計算装置23は、取得した情報が示す差分電力(ΔP)に優先度(β)を乗じることにより要素差分電力(βΔP)を算出する。
(d)計算装置23は、前回の処理サイクルにおける要素受電電力(Pt)に、要素差分電力(βΔP)を加算することにより、要素受電電力(Pt+1)を更新する。
(e)計算装置23は、更新後の要素受電電力(Pt+1)を受電するように電気自動車EV1を制御する。
<1>電気自動車EV用の「充電スタンド」
<2>住宅、オフィスビル、商業施設、工場、又は高速道路のパーキングエリア等の敷地内に設置された「変電装置」
<3>水力、火力、原子力などの「発電所」、発電された電力を所定の電圧へ変換する「変電所」
<4>変電所を経由して伝送された電力を分配するための様々な「配電設備」
<5>これらの装置又は設備の間を接続する「配線(ケーブル、フィーダーを含む)」、及び<6>近隣にある小規模な蓄電要素のエネルギーを束ね、1つの大規模な発電所のように機能させる「バーチャルパワープラント(仮想発電所:VPP)」
以上説明したように、本実施形態に係る受電制御装置によれば、以下の作用効果が得られる。
次に変形例について説明する。上述の実施形態によれば、図5に示すように充放電損失が低減する。しかし図5に示すように、EV2が充電しているときの応答性が低下して、目標電力に到達するまでに時間を要する場合がある。そこで変形例では、受電制御装置は、電力システムに接続されている電気自動車の中で、放電している電気自動車が存在するか否かを推定する。上述の実施形態では、自己の電気自動車は、他の電気自動車の充放電状態を知ることはできない、と述べた。よって変形例では、推定する、といった方法を採用する。放電している電気自動車が存在すると推定された場合、応答性は上述の実施形態と同じである。一方、放電している電気自動車が存在しないと推定された場合、受電制御装置は応答性を上述の実施形態よりも大きくする。
11 負荷群
13 電流計測装置
14 差分情報送信装置
15 電力消費要素
21 受信装置
22 車両状態取得装置
23 計算装置
24 受電装置
25 バッテリ
26 モータ
31 計算部
32 送信部
Claims (5)
- 複数の受電要素を含む負荷群へ電力供給基点を経由して電気エネルギーを供給する電力システムにおいて、前記負荷群に含まれる受電要素が受電または放電する電力を制御する充放電損失低減方法であって、
他の受電要素の受電よりも自己の受電が優先される度合いを示す前記受電要素の優先度を自己の受電要素の充放電状態を用いて変更する
ことを特徴とする充放電損失低減方法。 - 前記電力供給基点を経由して前記負荷群の全体に送ることができる総送電電力の最大値から、前記電力供給基点を経由して前記負荷群の全体に送っている総送電電力の現在値を減じて得られる差分電力を示す情報を取得し、
前記差分電力を示す情報が正の値であり、かつ、自己の受電要素が充電している場合は、前記自己の受電要素が放電している場合と比較して前記優先度を小さくし、
前記差分電力を示す情報が負の値であり、かつ、前記自己の受電要素が放電している場合は、前記自己の受電要素が充電している場合と比較して前記優先度を小さくする
ことを特徴とする請求項1に記載の充放電損失低減方法。 - 前記差分電力を示す情報の変化率に基づいて前記電力システムに接続されている前記受電要素の中から、放電している受電要素が存在するか否かを推定し、
前記差分電力を示す情報が正の値であり、前記自己の受電要素が充電していて、かつ、前記放電している受電要素が存在すると推定された場合は、前記自己の受電要素が受電する電力の増加量を通常の増加量より減少させ、
前記差分電力を示す情報が負の値であり、前記自己の受電要素が放電していて、かつ、前記放電している受電要素が存在すると推定された場合は、前記自己の受電要素が放電する電力の増加量を通常の増加量より減少させる
ことを特徴とする請求項2に記載の充放電損失低減方法。 - 前記通常の増加量は、前記放電している受電要素が存在するか否かを推定しない場合の増加量と定義される
ことを特徴とする請求項3に記載の充放電損失低減方法。 - 複数の受電要素を含む負荷群へ電力供給基点を経由して電気エネルギーを供給する電力システムにおいて、前記負荷群に含まれる受電要素が受電または放電する電力を制御する受電制御装置を有する充放電損失低減装置であって、
前記受電制御装置は、他の受電要素の受電よりも自己の受電が優先される度合いを示す前記受電要素の優先度を自己の受電要素の充放電状態を用いて変更する
ことを特徴とする充放電損失低減装置。
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