JP2001258177A - Power management system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain a system for transmitting power mutually between an electric automobile and a housing in which an urgent outing can be dealt with by securing power corresponding to a traveling environment in a vehicle mounted battery. SOLUTION: A charger/discharger 25 connected with system power 1 on the housing 20 side is connected with the battery 6 of an electric automobile 4 through a charging paddle 3. Low cost midnight power from the system power is converted through a converter 27 into high frequency AC power which is fed through electromagnetic induction to the electric automobile side and converted into DC power for charging the battery. A securing power operating section 45 determines a basic power required for normal traveling by learning power consumption of one trip acquired at a traveling record acquiring unit 46 and then determines a securing power by adding power required for air conditioning determined base on weather information from a weather information detecting section 50. When power is supplied the battery 6 to the housing 20 side, a main controller 21 limits power supply within a range determined by subtracting the securing power and emergency power from residual capacity of the battery.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power management system for managing power efficiently, and more particularly to a power management system between a house and an electric vehicle.

[0002]

2. Description of the Related Art Recently, various uses of electric vehicles have been studied from the viewpoint of environmental protection. In particular, for its simple and convenient use, it is preferable that electric power can be supplied to the battery of the electric vehicle from a home power supply in a house, and efforts have been made to develop a supply system for the electric power supply. On the other hand, a system for supplying electric power obtained from a photovoltaic power generator and stored in a battery of an electric vehicle to a home power supply as a power supply from a vehicle to a house is disclosed in, for example, JP-A-8-19193. .

In this power supply system, a power conditioner for converting DC power generated by a solar cell module installed on the roof of a garage into AC power is provided, and a battery charger is further provided on the AC output side. And converts the alternating current into direct current to store the electric power in the battery of the electric vehicle, and conversely converts the electric power stored in the battery into alternating current. The electric power stored in the battery serves as a drive source for the electric vehicle, while the AC side of the battery charger is connected to a home load of the house via a connector to supply power from the battery of the electric vehicle to a household power supply. And respond to the load on the house.

[0004]

However, in such a conventional system, it is possible to supply power from a battery of an electric vehicle to a home power supply. However, when the power stored in the battery is consumed, the following problem occurs. Until the vehicle is charged, the electric vehicle cannot be used. Therefore, it is necessary to leave a certain amount of electric power on the electric vehicle side as a reserved electric energy. Also, if the amount of secured power is set uniformly, there is a possibility that a situation may occur in which running in the normal running range is insufficient depending on environmental conditions such as weather,
It is not possible to cope with periodic use such as when using an electric vehicle only on a specific day of the week.

[0005] In view of the above problems, the present invention makes it possible to supply both power from a home power supply in a house to an electric vehicle and, conversely, power supply from an electric vehicle to a house, thereby leveling power demand. In addition to the use of electric vehicles, we ensured appropriate power in response to changes in the environment on the electric vehicle side and periodic use of electric vehicles, and were able to be safe even when going out suddenly. The purpose is to provide a power management system.

[0006]

For this purpose, the invention according to claim 1 comprises a charger / discharger connected to a power line for supplying external grid power to a domestic load on the house side, and a main controller for performing overall control. A battery controller that monitors the state of the battery and manages the charge and discharge in a power management system that is capable of mutually transmitting power between a battery mounted on an electric vehicle and a house through the charger / discharger. Means for detecting the connection between the charger / discharger and the battery;
The main controller has an environment detecting means for detecting a running environment of the electric vehicle and a secured power amount determining means for obtaining a secured power amount of the battery. The reserved power amount is limited to the amount obtained by subtracting the reserved power amount from the remaining capacity of the electric vehicle. And corrected to obtain the secured electric energy.

According to a second aspect of the present invention, in the above power management system, in particular, the secured power amount determining means adds a required power amount in a normal traveling range of the on-vehicle electric component calculated based on the traveling environment information. The above correction is performed.

According to a third aspect of the present invention, the correction is performed based on current traveling environment information detected by the environment detecting means at predetermined time intervals or at predetermined traveling distances.

According to a fourth aspect of the present invention, the environment detecting means detects prediction information including a temporal change as the traveling environment information, and corrects the information based on the prediction information.

According to a fifth aspect of the present invention, the on-vehicle electrical component relating to the corrected electric energy is an air conditioner.

According to a sixth aspect of the present invention, in particular, the environment detecting means includes an air conditioner setting detecting section for detecting a set temperature of the air conditioner, the outside air temperature is detected, and the secured electric energy determining means determines the set temperature and the outside air temperature. The amount of power consumed by the air conditioner is calculated as the required amount of power based on the temperature difference.

According to a seventh aspect of the present invention, the environment detecting means includes an air conditioner setting detecting section for detecting a set temperature of the air conditioner, the amount of sunlight is detected, and the secured power determining means determines the set temperature and the amount of sunlight. Based on this, the amount of power consumed by the air conditioner is calculated as the required amount of power.

According to an eighth aspect of the present invention, the environment detecting means detects the humidity, and the secured power amount determining means determines the amount of power consumed by the air conditioner based on the difference between the humidity and the humidity at which a person feels comfortable. It was calculated as an amount.

According to a ninth aspect of the present invention, the on-vehicle electrical component is a lamp.

According to a tenth aspect of the present invention, in particular, the lamp is a headlight, the environment detecting means detects a time, and the secured power determining means determines an amount of power consumed by the headlight based on the time. It was calculated as an amount.

According to an eleventh aspect of the present invention, the lamp is a fog lamp, the environment detecting means detects humidity, and the secured power amount determining means determines the amount of power consumed by the fog lamp based on the detection of the predetermined humidity. It was calculated as an amount.

According to a twelfth aspect of the present invention, the on-vehicle electrical component is a wiper, the environment detecting means detects rain, and the secured electric energy determining means needs an amount of power consumed by the wiper based on the detection of rain. This is to be calculated as electric energy.

According to a thirteenth aspect of the present invention, there is provided a charge / discharger connected to a power line for supplying external system power to a domestic load on a house side, and a main controller for performing overall control.
A power management system capable of mutually transmitting power between a battery mounted on an electric vehicle and a house via the charger / discharger, a battery controller for monitoring a state of the battery and managing charging / discharging, The main controller includes means for detecting the connection between the electric appliance and the battery, and means for determining the amount of reserved electric power for obtaining the amount of reserved electric power for the battery. The secured power amount is limited to the amount obtained by subtracting the secured power amount from the capacity, and the secured power amount determining means stores the used power amount of the electric vehicle from the start to the end of the travel, the date and time of the start and the end of the travel as history data. When supplying power from the battery to the house, the amount of power to be secured is determined based on periodicity history data that matches the supply time period.

According to a fourteenth aspect of the present invention, the secured electric energy determining means does not store history data other than daily business.

According to a fifteenth aspect of the present invention, the secured electric energy determining means sets a point at which power is supplied from the battery to the house or a point at which power is supplied from the house to the battery to the start and end of travel of the electric vehicle. The amount of power to be secured is determined as the point.

According to a sixteenth aspect of the present invention, the secured power amount determining means includes a means for detecting weather and a means for predicting weather, and adds weather information to the history data. The determined power is compared with the predicted weather, and the secured power amount is determined based on the historical data of the weather that matches the predicted weather.

According to a seventeenth aspect of the present invention, the secured electric energy determining means includes a means for detecting a temperature and a means for estimating the temperature. The temperature information is added to the history data. The determined power is compared with the predicted temperature, and the secured power amount is determined based on the historical data of the temperature approximate to the predicted temperature.

[0023]

According to the first aspect of the present invention, there is provided a power management system for charging an electric vehicle with system electric power and supplying electric power of a battery of the electric vehicle to a house side so as to transmit power to each other. Normal driving range,
In other words, since the battery reserves the amount of power required for the user's daily round trip in the daily life zone, the electric vehicle power is supplied to the house side, so it is possible to respond to sudden outings, and the electric vehicle power can be safely transferred to the home. Can be used with internal load. In particular, since the secured power amount is corrected based on the traveling environment information with respect to the required basic power amount consumed by the drive motor of the electric vehicle for traveling in the normal traveling range, even if the traveling environment such as weather changes, There is no shortage of electric power when traveling in the normal traveling range.

According to the second aspect of the present invention, as the correction, the power consumption when the vehicle-mounted electric components are used in accordance with the traveling environment is added to the required basic power amount as the required power amount. Even if in-vehicle electrical components are used, an appropriate secured power amount is set so that the power will not be insufficient.

According to the third aspect of the present invention, the correction is performed based on the latest traveling environment information detected every predetermined time or every predetermined traveling distance, and the amount of power to be secured for traveling in the normal traveling range is determined. Therefore, the calculation in the secured power amount determining means is simple.

According to the fourth aspect of the present invention, since the correction is performed based on the prediction information as the traveling environment information, the use situation of the vehicle-mounted electrical components and the like which changes with time according to the traveling environment is accurately reflected, and a sudden change is made. It is possible to supply power to the house as much as possible while ensuring power for going out.

According to the fifth aspect of the present invention, since the power required by the use of the air conditioner is added as a correction, it is possible to reliably reciprocate in the daily life area even when the air conditioner is operated during traveling.

In the invention according to claim 6, in particular, the amount of power consumed by the air conditioner is corrected to the required power based on the difference between the set temperature and the outside air temperature. Even if it is operated, it can surely make a round trip to the daily life zone.

According to the seventh aspect of the present invention, the amount of power consumed by the air conditioner is determined as the required amount of power based on the set temperature and the amount of sunshine. You can go back and forth between areas.

According to the eighth aspect of the present invention, the required amount of power consumed by the air conditioner is determined based on the difference between the humidity and the humidity at which a person feels comfortable. To and from the daily life zone.

According to the ninth aspect of the present invention, since the necessary power due to the use of the lamp is added as a correction, it is possible to reciprocate in the daily life area reliably even when the lamp is turned on during traveling.

According to the tenth aspect of the present invention, since the required amount of power is particularly the amount of power consumed by the headlights, even when the user goes out at night and turns on the headlights and travels, the vehicle travels back and forth in the daily life zone without fail. be able to.

According to the eleventh aspect of the present invention, the amount of electric power consumed by the fog lamp is calculated as the required amount of electric power. can do.

According to the twelfth aspect of the present invention, since the amount of power consumed by the wiper is used as the required amount of power, even when the wiper is operated in rainfall, the vehicle can travel back and forth in the daily living area without fail.

According to the thirteenth aspect of the present invention, the amount of power used by the electric vehicle from the start to the end of travel and the date and time of the start and end of travel are stored as history data, and power is supplied from the battery to the house. When the electric vehicle is used, the amount of power to be reserved is determined based on the historical data having periodicity corresponding to the supply time period, for example, the historical data on the same day of the week. Can also respond accurately.

According to the fourteenth aspect of the present invention, history data other than daily business is not stored, so that history data of sudden outings such as leisure activities is excluded, and a more realistic power reserve is determined. Can be.

According to the fifteenth aspect of the present invention, the history data is accumulated as one trip from home to home irrespective of the presence or absence of the connection of the charging paddle. Can be determined more accurately as compared with the case where the history data is stored with one as one trip.

According to the present invention, the weather information is added to the history data, the weather of the history data is compared with the predicted weather, and the secured power amount is determined based on the history data of the weather that matches the predicted weather. Since the determination is made, it is possible to appropriately cope with the use of the electric vehicle by a user who is affected by the weather.

According to the seventeenth aspect of the present invention, the temperature information is added to the history data, the temperature of the history data is compared with the predicted temperature, and the secured power amount is determined based on the history data of the temperature approximate to the predicted temperature. Since the determination is made, it is possible to appropriately cope with a user who is affected by the temperature when using the electric vehicle.

[0040]

Embodiments of the present invention will be described below with reference to examples. FIG. 1 is a block diagram showing a first embodiment of the power management system according to the present invention. First, the house will be described. On the house 20 side, various domestic loads 13 are connected to the grid power 1 from the power company via the switchboard 12. A main controller 21 for controlling the entire system is provided in the house, and an interface 22 is connected to the main controller 21. The interface includes a display unit 23 such as a display and an input unit 24 from a user.

The main controller 21 has a time management function. Then, the main controller 21 changes from a charge / discharge controller 26 described later to an electric vehicle 4 described later.
0, the input / output current and the remaining capacity of the battery (hereinafter referred to as the battery state), the running history, the amount of reserved power and the amount of remaining power, the paddle connection signal, and the system abnormality signal. From the time, it is determined whether to supply (charge) the electric power to the electric vehicle 40 or to supply (discharge) the electric power from the electric vehicle 40 to the house 20 and output a command to the charge / discharge controller 26. The main controller 21 also outputs to the interface 22 the battery state and the mode state of either the charge or discharge mode, and causes the display unit 23 to display it. The main controller 21 sends out corresponding output request signals in order to obtain the above various information and signals.

A charge / discharge device 25 is further connected to the switchboard 12. The charge / discharge device 25 includes a converter 27 connected to the switchboard 12 and a charge / discharge controller 26 connected to the converter 27 and the main controller 21 described above.

The converter 27 includes a second inverter 28
And a third inverter 29, and also has a system power sensor function. The second inverter 28 performs AC / DC conversion when charging, and performs DC / AC conversion when discharging. The third inverter 29 supplies DC /
When performing high-frequency AC conversion and discharging, high-frequency AC / DC conversion is performed. Thus, when charging battery 6 of electric vehicle 40, converter 27 as a whole is AC / high-frequency A
When the power is supplied (discharged) from the battery 6 to the house 20 after the C conversion, a high-frequency AC / AC conversion function is provided as a whole.

In the high-frequency AC / AC conversion when power is supplied from the battery 6 to the house 20, the AC power having a phase synchronized with the phase of the system power 1 is output by using the system power sensor function described above. Further, when an abnormality of the system power 1 is detected, a system abnormality signal is transmitted to the charge / discharge controller 26, and the AC power at the frequency of the system power before the abnormality is output.

The charging paddle 3 is connected to the third inverter. The charging paddle 3 includes one coil constituting a transformer so as to transmit power by electromagnetic induction between the charging paddle 3 and an inlet 5 described later.

The charge / discharge controller 26 transmits the battery state of the electric vehicle described later, the running history, the secured power amount and the remaining power amount, and the paddle connection signal to the first communication antenna 1.
0, a function of outputting these data to the main controller 21, a charge or discharge command from the main controller 21, and a charge / discharge control signal to the first communication antenna. It has a function of transmitting to the electric vehicle 40 via the control unit 10.

The charge / discharge controller 26 further includes a converter 27 based on a command from the main controller 21.
To control charging and discharging. Various commands and signals output from the main controller 21 to the electric vehicle 40 are transmitted via the charge / discharge controller 26 and the first communication antenna 10.

Next, the electric vehicle 40 includes
An inlet 5 connectable to the charging paddle 3 on the fifth side is provided, and the battery 6 is connected to the inlet 5 via the first inverter 41. The battery controller 4 is connected to the inlet 5, the battery 6, and the first inverter 41.
2 is connected to the battery controller 42, and a reserved power amount calculation unit 45 and a traveling history acquisition device 46 are sequentially connected to the battery controller 42.

The inlet 5 is provided with another coil constituting a transformer so as to transmit power to the charging paddle 3 by electromagnetic induction. A switch 5a is attached to the inlet 5, and the charging paddle 3 is connected to the inlet 5
The switch 5a operates to output a paddle connection signal to the battery controller 42 when the battery is connected to the charging paddle 3 so as to be able to transmit power. When charging the battery 6, the first inverter 41 uses a high-frequency AC / DC
DC / high frequency AC when converting and discharging from battery 6
It has a function to perform conversion.

A drive motor 8 is connected to the battery 6 via a three-phase AC inverter 7. The three-phase AC inverter 7 is connected to a torque calculation controller (TPC) 43 that receives a signal from an accelerator sensor 44 that detects the operation amount of the accelerator pedal, and adjusts the operation amount of the accelerator pedal according to a control signal from the TPC 43. The corresponding predetermined DC power is converted into three-phase AC power and supplied to the drive motor 8. The TPC 43 is also connected to and controlled by the battery controller 42.

The battery controller 42 controls the battery 6
The battery state is monitored and the battery state is transmitted to the secured power amount calculation unit 45. In addition, the battery controller 42 issues a request to output the reserved power amount and the remaining power calculation result to the reserved power amount calculating unit 45 as necessary, and receives a traveling history, the reserved power amount and the remaining power calculation result described later, and 5, the paddle connection signal of the charging paddle 3 is received, and the battery state, the running history, the secured power amount and the remaining power calculation result, or the paddle connection signal is transmitted to the charger / discharger 25 side via the second communication antenna 11. Send to The battery controller 42 also receives a charge / discharge control signal from the charge / discharge device 25 via the second communication antenna 11, and performs charge / discharge control of the first inverter 41 and control of the TPC 43.

The traveling history acquisition device 46 records the traveling history of the electric vehicle as the traveling history from the departure point to the destination (for example, from the time the charging paddle 3 is cut to the time it is next connected) per trip, It has a function of recording the date and time and the battery status transmitted from the battery controller 42 via the reserve power calculation unit 45, and outputs the recorded traveling history to the reserve power calculation unit 45.

An air conditioner setting detecting section 47 and a weather information detecting section 50 are connected to the secured electric energy calculating section 45. The air conditioner setting detecting section 47 detects the set temperature of the air conditioner and outputs the detected temperature to the secured electric energy calculating section 45. The weather information detection unit 50 is connected to a time detection unit 51, an outside temperature sensor 52, an inside temperature sensor 53, an inside humidity sensor 54, a sunshine sensor 55, a raindrop sensor 56, and a glass temperature sensor 57.

The time detector 51 detects the current time.
The outside temperature sensor 52 detects the current outside temperature. The vehicle humidity sensor 54 detects the current vehicle humidity. The sunshine sensor 55 detects the current amount of sunshine. Raindrop sensor 56
Detects the current rainfall. The glass temperature sensor 57 detects the surface temperature of the rear glass of the vehicle. Weather information detector 5
0 outputs the information detected by each of these sensors as weather information to the reserve power calculation unit 45. Calculated power amount calculation unit 4
5 acquires the weather information and the set temperature of the air conditioner at predetermined time intervals, and calculates the secured power amount. Details will be described later.

The reserve power calculation unit 45 receives the battery state and the paddle connection signal from the battery controller 42, and transmits the battery state and the paddle connection signal to the traveling history acquisition device 46. In addition, the reserved power amount calculation unit 45 receives the travel history from the travel history acquisition device 46, and learns the power consumption of the drive motor 8 per trip to the normal travel range, that is, the predetermined place in the daily life area by learning. Is calculated as the basic electric energy KA required for the reciprocation of the vehicle.

The secured electric energy calculation unit 45 calculates the electric energy KB required for the vehicle electrical components to travel back and forth to a predetermined place in the daily life area at predetermined time intervals based on the weather information and the set temperature of the air conditioner. Ask. The secured power calculation unit 45 performs a correction to add the required power KB based on weather information or the like to the required basic power KA based on the traveling history described above, and stores the total as the secured power S.

Vehicle electrical components for which the required amount of power KB should be considered based on weather information and the like are as follows. First, in an air conditioner, a compressor, a heater, a fan, and the like consume power. In addition, there are wipers for rainy weather, headlights at night, fog lamps, rear defoggers, and the like. The factors that require these operations and change the power consumption are shown in FIG.

The travel time per trip is T time, the set temperature of the air conditioner is ET (° C.), the outside air temperature is OT (° C.),
Assuming that the humidity in the vehicle is CH (%), the required power amount KB based on weather information and the like is expressed as follows. KB = ((ETu + ETd) · OET + EHd · CEH
+ Wi ・ Fwi + Fg ・ Ffg + Li ・ Fli + Frd
・ Rd) ・ T

However, when the outside air temperature is higher than the set temperature, ETu (kW / ° C.) tends to increase the temperature in the vehicle interior due to the outside air, while the air conditioner maintains the set temperature. Electric energy per unit temperature difference consumed. The value obtained by converting the heat energy radiated into the vehicle compartment by the sunshine into electric energy is Su (kW), and the temperature TW (° C./k) in the vehicle compartment required to make electric power 1 kW.
W), when ET <OT + Su · TW, ET
u = 0. ETd (kW / ° C.) is a unit temperature difference consumed by the air conditioner to maintain the set temperature while the outside air tends to decrease due to the outside air when the outside air temperature is lower than the set temperature. Per unit of electrical energy. ETd = 0 when ET> OT + Su.TW
And

OET = | OT + Su · TW−ET | (° C.) EHd (kW /%) is the electric energy per unit humidity difference consumed for maintaining the humidity CH in the vehicle higher than the humidity EH at which humans feel comfortable and maintaining the humidity EH. The relationship between the temperature and the humidity at which a person feels comfortable is shown in FIG. 3, and the in-vehicle humidity EH (%) at which comfort is determined from the set temperature of the air conditioner is expressed as a function of the set temperature ET. In the figure, the shaded area is the range where humans can feel comfortable.

CEH = | CH-EH | (%), and represents a humidity difference. Wi (kW) is the power consumption of the wiper, Fwi is 1 when rainfall is detected by the raindrop sensor 56, and 0 otherwise. Fg (kW) is the power consumption of the fog lamp, and Ffg takes a value of 1 when it is determined that the humidity is high and fog is generated, and a value of 0 otherwise. Li (kW) is the power consumption of the headlight, Fli
Takes a value of 1 when it is determined from the detection results of the time detection unit 51 and the sun sensor 55 that lighting is necessary, and takes a value of 0 otherwise.

Rd (kW) is the power consumption of the rear defogger. Frd indicates the surface temperature of the rear glass detected by the glass temperature sensor 57 as GST (° C.),
Assuming that the temperature inside the vehicle detected in step 3 is CT (° C.), as shown in FIG. 4, when the temperature difference | GST-CT | It takes a value of 1 and 0 otherwise.

The secured power calculation unit 45 calculates and stores the secured power S (kWh) according to S = KA + KB, and outputs it to the battery controller 42. The secured power calculation unit 45 further calculates the emergency power (for example, 20% of the total battery capacity) and the secured power S from the remaining capacity of the battery 6.
Is calculated as the remaining power.

The battery controller 42 outputs the data of the traveling history, the secured power amount and the remaining power amount to the charger / discharger 25 via the second communication antenna 11.

With the above configuration, while the electric vehicle 40 is traveling, the traveling history acquisition device 46 acquires the traveling history, the air conditioner setting detecting section 47 detects the set temperature, and the weather information detecting section 50 reports the weather information. Acquired respectively, the secured power calculation unit 45 calculates the secured power that the user should secure for traveling in the normal travel range and calculates the remaining power. The traveling history acquisition device 46 and the secured power calculation unit 45 constitute a secured power determination unit in the present invention, and the air conditioner setting detection unit 47 and the weather information detection unit 50 configure an environment detection unit. Further, the first communication antenna 10 and the second communication antenna 11 form a communication unit.

On the house 20 side, the main controller 21
Determines whether to enter the charging mode or the discharging mode from the presence or absence of the remaining power and the time, and outputs a command. In response, the charge / discharge controller 26 transmits a charge / discharge control signal to the battery controller 42 of the electric vehicle 40 and controls the converter 27. On the electric vehicle side, the battery controller 42 controls the first inverter 41.

At the time of charging, the converter 27 converts the AC power from the system power 1 into AC / high-frequency AC and converts the AC power into high-frequency power.
The electric power is transmitted to the electric vehicle 40 by electromagnetic induction between the power supply and the inlet 5, and the high frequency AC / D is
After the C conversion, the battery 6 is charged.

At the time of discharging, the DC power from the battery 6 is converted into DC / high-frequency AC by the first inverter 41, and the power is transmitted to the house 20 by electromagnetic induction between the charging paddle 3 and the inlet 5. High frequency AC with converter 27
/ AC conversion and supply to home load 13 via switchboard 12.

FIGS. 5 and 6 are flowcharts showing the flow of the control operation for switching between the charge and discharge modes in the main controller 21. First, in step 101, it is checked whether the charging paddle 3 is connected to the inlet 5. This is detected by the presence or absence of a paddle connection signal transmitted from the battery controller 42 to the charger / discharger 25 via the first and second communication antennas 10 and 11. This step is repeated until it is detected that the charging paddle 3 is connected to the inlet 5.

When the charging paddle 3 is connected to the inlet 5, it is next checked at step 102 whether or not the current time belongs to a late-night power time zone in which the system power is low-cost late-night power. If it is not the midnight power time zone, in step 103, an output request signal of the battery state and the surplus power calculation result is sent to the electric vehicle 40 side, and the data from the secured power amount calculation unit 45 via the battery controller 42 is received. Then, it is checked whether or not the battery 6 of the electric vehicle 40 has surplus power.

If there is remaining power, the process proceeds to step 104 to start discharging (power supply from the battery 6 of the electric vehicle to the house 20). That is, the charge / discharge controller 26 receiving the discharge start command from the main controller 21 transmits a discharge start signal to the battery controller 42 of the electric vehicle,
7 is discharged. On the electric vehicle side, the battery controller 42 causes the first inverter 41 to perform a discharging operation.

During the discharge, at step 105, data is received from the reserve power calculation unit 45 at predetermined time intervals, for example, 1 second, and it is monitored whether or not the battery 6 has remaining power. And while there is surplus power,
In step 106, it is checked whether the current time is in the midnight power time zone. Here, if it is not the midnight power time zone, the discharge is continued and the process returns to step 105.

If there is no remaining power in the check in step 105, or if the current time is in the midnight power time zone in the check in step 106, step 1
Proceed to 07. In step 107, whether or not the system power is normal is checked based on whether or not the system abnormal signal from the converter 27 has been received. If the system power is not normal, that is, if there is a power outage, the process proceeds to step 108 and continues to discharge, and the check in step 107 is repeated until the system power becomes normal.

If it is determined in step 107 that the system power is normal, the discharge is terminated in step 109. That is, the charge / discharge controller 26 that has received the discharge end command ends the discharge operation of the converter 27 and transmits a discharge end signal to the battery controller 42 of the electric vehicle. On the electric vehicle side, the battery controller ends the discharging operation of the first inverter 41.

Thereafter, in step 111, it is checked whether the current time is in the midnight power time zone, and the check is repeated until the current time is in the midnight power time zone. Then, when the midnight power time zone is reached, the process proceeds to step 112, and charging of the battery 6 is started. That is, the charge / discharge controller 2 receiving the charge start command from the main controller 21
6 transmits a charging start signal to the battery controller 42 of the electric vehicle and causes the converter 27 to perform a charging operation. On the electric vehicle side, the battery controller 42 causes the first inverter 41 to perform a charging operation. Thereafter, while receiving and checking the battery status monitored by the battery controller 42, charging is continued until the battery is fully charged.

On the other hand, if there is no surplus power in the check in step 103, the flow advances to step 113 to check whether or not the system power is normal. Here, when the system power is normal, in step 110, the data from the secured power calculation unit 45 is received, and it is checked whether or not the secured power is present. If there is no sufficient power, there is a risk that going out may be hindered.
Proceed to 2 to start charging the battery 6.

If there is a reserve power amount in the check in step 110, it is possible to cope with going out of one trip.
After proceeding to step 111 and detecting the midnight power time zone, charging of the battery 6 is started in step 112.

If the result of the check in step 113 is a power failure, the process proceeds to step 115 to start discharging. During the discharging, at step 116, it is checked at predetermined time intervals whether or not the system power is normal. During the power outage, while the discharging is continued at step 117, the check at step 116 is performed until the system power 1 becomes normal. repeat.

Thus, power supply from the electric vehicle 40 to the home load 13 of the house 20 is continued until the system power 1 becomes normal. If it is detected in step 116 that the system power 1 has returned to normal, the discharging is terminated in step 118 and the process proceeds to step 112 to start charging.

If the current time is in the midnight power time zone in the check in step 102, it is checked in step 114 whether the system power 1 is normal. If the system power is normal, the process proceeds to step 112 to start charging. On the other hand, if the result of the check in step 114 is a power failure, the process proceeds to step 115 to start discharging. Thereafter, as in the case where the process proceeds from step 113 to step 115, the discharge is continued until the system power 1 becomes normal to supply power to the home load 13 of the house 20, and then charging is started.

As described above, switching between the charging mode and the discharging mode is automatically performed only by connecting the charging paddle 3 to the inlet 5 by the user. In addition, in this embodiment, since the input unit 24 is provided in the interface 22, the input mode is forcibly switched between the charge mode and the discharge mode by the user's input operation, in preference to the automatic switching operation shown in the above flowchart. Can also be performed.

At the time of charging and discharging, the status is displayed on the display unit 23 of the interface 22. FIG.
Is a display example during charging, that is, while power is being supplied from the house 20 to the battery of the electric vehicle 40. The display screen includes a picture display 70 imitating a house and a picture display 7 imitating an electric car.
1. Charge mode display 78 indicating the state of charge, time display 79,% display 80 of remaining battery charge, travelable distance 81 with remaining battery charge, charge power and integrated charge power amount 84 from start of charge, and integration A power rate 85 for the charging power amount is displayed.

The picture display 71 of the electric vehicle includes the battery 6
Is displayed in a superimposed manner, and the chargeable electric energy 76,
The secured power amount 74 and the emergency power amount 75 are displayed in different colors. Although the remaining power is not displayed in the figure, the remaining power is also displayed if there is any.

FIG. 8 is a display example during discharge, that is, while electric power is being supplied from the electric vehicle 40 to the house 20. On the display screen during charging, a discharge mode display 77 indicating a discharging state instead of the charge mode display, supply power (discharge power) instead of charge power and integrated charge power, and integrated supply from the start of discharge In addition to the power amount (accumulated discharge power amount) 83, the difference between the late night power rate and the non-nighttime power rate regarding the integrated supply power amount is displayed instead of the power rate, a display of a discharge margin (surplus power amount) 82 is added. I have. The remaining power 72 is also displayed on the fuel gauge 72 in FIG. With this display, it is possible to recognize at a glance that the emergency power amount and the secured power amount remain even during the discharge.

The present embodiment is configured as described above, and controls charging or discharging in accordance with the secured power amount and surplus power amount of the battery 6, the time zone, and the state of the system power. When there is an abnormality in the system power 1 such as a power failure while charging the battery, power can be supplied from the battery 6 to the domestic load 13. As long as there is no abnormality in the system power 1, the user stores the secured power amount necessary for traveling to and from a predetermined place in the daily life and the emergency power amount in the battery 6. While the remaining power can be used on the house 20 side.

[0086] In particular, when calculating the amount of secured electric power required for reciprocating traveling to a predetermined place in the daily life, the amount of electric power required for vehicle electrical components likely to be used from now onward based on the traveling environment. Is obtained and added to the required basic electric energy based on the travel history, so that the surplus electric energy can be provided to the house side with a great sense of security. That is, as environmental conditions, time, outside temperature, inside temperature, humidity, sunshine, presence or absence of raindrops, glass temperature, set temperature of the air conditioner, etc. are detected, so that the operation of the air conditioner according to the weather, the wiper in rainy weather, The amount of power required for lighting the headlights, fog lamps, and rear defoggers at night is secured. Therefore, even if these in-vehicle electrical components are operated according to the traveling environment when the vehicle is traveling suddenly, it is possible to reliably reciprocate in the normal traveling range without running out of power.

Further, since the amount of power secured and the amount of emergency power are left in the battery 6 unless the system power 1 is abnormal, the battery 6 is not completely discharged. The effect that deterioration is prevented and the life of the battery 6 is improved is also obtained.

Further, the charging / discharging state is displayed on the interface 22. In particular, the mode is displayed at the time of charging, and the remaining battery capacity, the travelable distance, the integrated charging power,
The power rate and the like are displayed, so that the remaining battery capacity and the mileage can be recognized at a glance, and the power rate charged to the battery 6 can be known. In addition, at the time of discharging, the remaining battery capacity, the travelable distance, the discharge allowance (surplus power amount), the accumulated supply (discharge) power amount, the difference between the late-night power rate and the non-late-night power rate, and the like are displayed, so that the discharge can be performed with confidence. And the cost effectiveness of effective use of cheap midnight power.

Next, a second embodiment of the present invention will be described. This is a configuration in which the configuration on the electric vehicle side is changed to the configuration shown in FIG. 9 while maintaining the configuration on the house 20 side in the first embodiment. On the side of the electric vehicle 40 ', the weather information detecting unit 5 connected to the secured electric energy calculating unit 45'
The time detection unit 51 and the communication unit 60 are connected to 0 ', and the communication unit 60 is connected to the position information detection unit 61. The position information detecting unit 61 detects the current position of the electric vehicle using a navigation device or the like, and transmits the position information to the communication unit 6.
Output to 0.

The communication section 60 is capable of communicating with the local information network service, and is capable of communicating with the position information and time detection section 51 described above.
From the information server (not shown) of the information network service at predetermined time intervals, and obtains weather information including predictions of weather, temperature, humidity, and the like for the driving range including the current position of the electric vehicle, based on the time information from Output to the detection unit 50 '. In the same manner as the secured power calculation unit in the previous embodiment, the secured power calculation unit 45 ′ calculates the required power based on the weather information and the time information at predetermined time intervals, and calculates the required basic power based on the travel history. To calculate the secured power amount.

The reserved electric energy calculating section 45 'has an internal memory and holds data of a time temperature curve, a humidity curve, and a non-sunshine time zone diagram. FIG. 10 shows a time temperature curve, in which (a) shows the outside air temperature OTF according to the time when the weather is fine.
Is shown by season. The reference value is the annual average. Also, (b) also shows the outside air temperature O depending on the time.
The change in TF is shown for each weather. Therefore,
The temperature on a rainy day changes with a value lower than the value of (a) by the difference between the fine line and the rain line based on the fineness in (b). The data of the time temperature curve is prepared for each area such as Tokyo and Kanagawa.

FIG. 11 shows an example of a humidity curve. The humidity curve shows the monthly outside air humidity OHF (%) for fine weather and cloudy weather, from which the current outdoor humidity can be read. This humidity curve is also prepared for each region. FIG. 12 shows an example of data in the off-hours time zone. This indicates a time zone outside the sun due to the sun setting in one day, and is created for each season and each region, and is indicated for each of sunny, cloudy, and rainy weather.

The calculation of the required power amount based on the weather information and the time information in the reserved power amount calculation unit 45 'will be described. First, regarding the power consumption for temperature adjustment in the air conditioner, the outside air temperature is replaced with OTF (° C.) that changes depending on the weather and time, instead of the OT in the previous embodiment.

That is, the outside air temperature OTF is higher than the set temperature ET (° C.), and the electric energy per unit temperature consumed to maintain the inside temperature of the vehicle at the set temperature when the outside air tries to increase the temperature inside the vehicle To ETu (kw / ° C)
The outside air temperature OTF (° C.) is lower than the set temperature ET (° C.), and the electric energy consumed per unit temperature to maintain the set temperature while the outside air attempts to lower the temperature inside the vehicle Is defined as ETd (kw / ° C.). Power consumption E required per trip for temperature control
WT (kWh) is expressed as follows.

(Equation 1) However, for the first term, integration over the time zone when OTF-ET> 0, and for the second term, ET-OTF>
This is the integration for the time zone when it is zero.

Regarding the power consumption for the humidity control in the air conditioner, the humidity OHF outside the vehicle is higher than the humidity EH that is comfortable for human beings, and the electric energy per unit humidity difference consumed to maintain the humidity EH is maintained. To EHd (kW
/%), The power consumption EWH (kWh) required per trip for temperature adjustment is expressed as follows.

(Equation 2) However, it is an integral for a time zone when EH-OHF> 0. From the above, the power consumption of the air conditioner required per trip is EW = EWT + EWH.

Next, for the rear defogger, first, GCTF = | OTF-ET | is calculated using the outside air temperature OTF obtained from the time temperature curve and the set temperature ET of the air conditioner. This corresponds to GCT which is the difference between the rear glass surface temperature and the vehicle interior temperature in the previous embodiment. Then, the humidity inside the vehicle is the outside air humidity OHF calculated from the humidity curve.
Assuming that GCTF exceeds a predetermined value and OHF
Is set to 1 when the value exceeds a predetermined value, and the parameter FRdF is set to 0 otherwise, and the time FRT (h) requiring the rear defogger is expressed as follows.

(Equation 3) However, it is the integral with respect to the time when FRdF = 1.

The power consumed by the wiper is changed to W
i, when it is predicted that it will rain according to the weather information obtained from the information server, assuming that the time for traveling in the rain during one trip, which is to be started from the present time, is FWt, the power consumption is Wi · FWt. Become. Assuming that the power consumed by the fog lamp is Fg and the time for traveling in the fog during one trip, which is assumed to start from the present time when fog is predicted, is FFgt, the power consumption is Fg · FF
gt.

Assuming that the power consumed by the headlights is Li and the out-of-day time during one trip traveling obtained from the out-of-day time zone diagram is Flt, the power consumption is Li · Flt. Therefore, in this embodiment, the required power amount KB based on the weather information and the like is KB = EW + Wi · FWt + Fg.
FFgt + Li · Flt + Rd · FRT Here, Rd is the power consumption of the rear defogger. As a result, the secured power amount S is calculated as S = KA + KB by adding the required power amount KB based on the weather information and the like to the required basic power amount KA based on the traveling history. Other configurations are the same as those of the first embodiment.

As a result, this embodiment has the same effects as the first embodiment, further simplifies the configuration because the weather information is obtained from the information network service, and provides not only the current environment information but also the prediction information. Since it is available, there is an advantage that a more accurate secured power amount is required.

As a modified example of the second embodiment, a pressure sensor is further connected to the weather information detecting section 50 ', although not shown, and a weather change is detected based on a pressure change detected at predetermined time intervals. Can be predicted. FIG. 13 shows an example of a change state of the atmospheric pressure. When the atmospheric pressure continuously increases with the elapse of time as shown in FIG. 13A, the weather improves in the clear direction. On the other hand, when the atmospheric pressure continuously decreases as time elapses as in (b), it indicates that the weather is bad.

By interpolating the information obtained from the information network service in the situation of the atmospheric pressure change, compared to the case based on only the weather information covering a relatively wide area, the weather of the electric vehicle in the vicinity of the present point of the electric vehicle is compared. Is reflected, the more accurately calculated amount of secured power is calculated.

In each of the embodiments, the discharge (supply) from the battery 6 of the electric vehicle is performed to the home load 13. However, a house storage battery is provided in the house 20, and the house storage battery is used as a discharge destination. You can also.

The first communication antenna 10 extends from the charge / discharge controller 26 of the charge / discharge device, and the main controller 21 exchanges information with the electric vehicle 40 via the charge / discharge controller. In addition, the charger / discharger 25 and the main controller 21 and the like can be integrated into a unit. In this case, the main controller 21 can have a communication function including a communication antenna.

Next, a third embodiment of the present invention will be described. This is a configuration in which the configuration on the electric vehicle side is changed to the configuration shown in FIG. 14 while keeping the configuration on the house 20 side in the first embodiment. The difference from the first embodiment is that, on the electric vehicle 40 ″ side, the travel history acquisition device 46 ′ connected to the secured electric energy calculation unit 45 ″ stores the history data storage unit 12 ′.
1 and the date / time detection unit 130 are connected, and the method of determining the amount of secured power is different.

The travel history acquisition device 46 'includes a travel distance per trip, a battery state transmitted from the battery controller 42 via the secured power calculation unit 45 "as a travel history of the electric vehicle, and a date and time detection unit. 130 (meaning month, day, day of the week, time)
Is the same. ), A function of calculating the amount of power consumption from the difference between the remaining capacity of the battery 6 before the trip and the remaining capacity of the battery 6 after the trip, the date and time of start and end of travel of the electric vehicle, and A function of storing the used power amount as history data in the history data storage unit 121, and acquiring the corresponding history data from the history data storage unit 121 from the information of the day of the week and the time zone, and outputting the obtained history data to the reserved power amount calculation unit 45 ″. And functions.

The history data storage section 121 has a function of storing a travel history for each history data. The date and time detection unit 130 acquires the current date and time and uses the travel history acquisition device 4
6 ′. Calculated power amount calculation unit 4
5 ”is a function of receiving the battery state and the paddle connection signal from the battery controller 42 and transmitting the battery state and the paddle connection signal to the travel history acquisition device 46 ′, and secured from the history data acquired from the travel history acquisition device 46 ′. A function of calculating the amount of power, a function of calculating the amount of power obtained by removing the amount of emergency power and the amount of reserve power from the remaining capacity of the battery 6 as a reserve power amount, and a function of calculating the travel history, reserve power amount, and reserve power amount. And a function of outputting to the battery controller 42. Other configurations are the same as those of the first embodiment.

Next, the flow of the determination of the amount of secured power in this embodiment is shown in the flowchart of FIG. In step 301, the traveling history acquisition device 46 'acquires the month, day, day of the week, and time when the power of the electric vehicle is turned on as the traveling start date and time from the date and time detection unit 130. In step 302, the remaining capacity (%) of the battery 6 when the power is turned on is obtained as the remaining capacity (%) before the trip from the battery controller 42 via the secured power amount calculation unit 45 ″.

In step 303, the month, day, day of the week, and time when the power is turned off after the driving is completed are acquired from the date and time detecting unit as the date and time of the driving end. In step 304, the remaining capacity (%) of the battery 6 when the charging paddle 3 is inserted into the inlet 5 of the electric vehicle is set as the remaining capacity (%) after the trip, from the battery controller 42 via the reserved power calculation unit 45 ″. Step 305
Then, the used power amount (kWh) is calculated by multiplying the difference between the remaining capacity (%) of the battery 6 before the trip and the remaining capacity (%) after the trip by the total capacity (kWh) of the battery. Step 3
At 06, the history start date and time, the run end date and time, and the power consumption are output to the history data storage unit 121 as history data.

In Step 307, the secured power amount calculation unit 4
5 ”acquires the power consumption of the history data corresponding to the current day of the week and the time period from the current time to the charging start time from the history data storage unit 121 via the travel history acquisition device 46 ′. In this step, instead of the historical data of the current day of the week, historical data of every other week, every other week, or historical data of the second or third week of the month can be obtained. It is possible to calculate the amount of secured electric power corresponding to the case where there is a periodicity in each period or the case where there is a periodicity in each week of a month.

In step 308, it is checked whether or not there is a setting input by the user. If there is a user input, the process proceeds to step 310, and if there is no user input, the process proceeds to step 309. In step 309, the amount of used power acquired in step 307 is integrated to determine the amount of power to be secured, and this flow ends. Step 3
At 10, the amount of secured power is set by user input,
This flow ends. Steps 301 to 307 above
And step 309 constitute the secured power amount determining means.

The flow of the control operation for switching between the charge mode and the discharge mode in the main controller 21 is the same as in the first embodiment (see FIGS. 5 and 6). Note that the contents displayed on the display unit 23 of the interface 22 at the time of discharging are the same as those in the first embodiment (see FIGS. 7 and 8), but the expected discharging time (h) is calculated and presented to the user. You may be informed how many hours power can be used at home. The expected discharge time is calculated by dividing the remaining power (kWh) by the house power (kW).

The present embodiment is configured as described above, and the secured power calculation unit 45 ″ obtains the power consumption in consideration of the periodicity of each day of the week as the history data from the travel history obtaining unit 46 ′. Since the secured power amount is calculated, it is possible to determine the secured power amount corresponding to a case where there is periodicity on a day of the week or a week, a case where there is periodicity on a week of a month, or the like.

Next, a fourth embodiment of the present invention will be described. This is a configuration in which the configuration on the electric vehicle side is changed to the configuration shown in FIG. 16 while maintaining the configuration on the house 20 side in the first embodiment. The difference from the first embodiment is that, on the side of the electric vehicle 40 ″ ′, the driving history acquisition device 46 ″ connected to the reserved electric energy calculation unit 45 ″ includes the history data storage unit 121 and the date and time detection unit 130, Position detector 13
1 is connected, and the method of determining the secured power amount is different.

The travel history acquisition device 46 ″ has a function provided in the travel history acquisition device 46 ′ of the previous embodiment, a function of acquiring position information from the position detection unit 131, and history data stored in the history data storage unit 121. When storing, the position detection unit 13
Judgment from the position information detected in step 1 and the function of excluding data other than going out for daily use, and from the position information detected by the position detection unit 131 when acquiring history data per trip. Out from home to home
It has a trip function. Position detector 131
Has a function of detecting the current position of the electric vehicle 40 '''and outputting it as position information to the travel history acquisition device 46 ". Other configurations are the same as those of the first embodiment.

Next, the flow of the method for determining the secured power amount in the present embodiment is shown in the flowchart of FIG. In step 401, the traveling history acquisition device 46 ″
The month, day, day of the week,
The time is acquired from the date and time detection unit 130 as the date and time of the start of traveling. In step 402, the battery 6 when the power is turned on is
Is obtained as the pre-trip remaining capacity (%) from the battery controller 42 via the reserved power calculation unit 45 ″.

In step 403, the current position before traveling is acquired from the position detecting section 131, and the traveling history acquiring device 46 ″ is acquired.
In the internal memory. In step 404, the date, month, day, day of the week, and time when the power is turned off after the driving is completed are acquired from the date and time detecting unit as the date and time of the driving end. In step 405, the current position is acquired from the position detection unit 131, and it is checked whether or not the user is at home. If the user is at home, the process proceeds to step 406. If the user is not at home, the process returns to step 401.

In step 406, it is checked whether or not the place stored in the memory is a holiday resort. If it is not a holiday resort, the process proceeds to step 407. If it is a holiday resort, the process proceeds to step 410 in order to exclude from history data as having suddenly gone out due to leisure or the like. In step 407, the remaining capacity (%) of the battery 6 is obtained as the remaining capacity (%) after the trip from the battery controller 42 via the secured power amount calculation unit 45 ″.

In step 408, the power consumption (kW)
h) is calculated as the difference between the remaining capacity (%) of the battery 6 before the trip and the remaining capacity (%) after the trip.
To calculate. In step 409, the history start date and time, the travel end date and time, and the power consumption are output to the history data storage unit 121 as history data.

In step 410, the secured power amount calculation unit 4
5 ”acquires the power consumption of the history data corresponding to the current day of the week and the time period from the current time to the charging start time from the history data storage unit 121 via the travel history acquisition device 46 ″.

In step 411, it is checked whether or not there is a setting input by the user. If there is a user input, the process proceeds to step 413, and if there is no user input, the process proceeds to step 412. In step 412, the amount of used power acquired in step 410 is integrated to determine the secured power amount, and this flow ends. Step 4
At 13, the user sets the secured power amount by user input,
This flow ends. The above steps 401 to 410
And step 412 constitute the secured power amount determining means. Note that the flow of the charge and discharge mode switching control operation in the main controller 21 is the same as in the first embodiment.

The present embodiment is configured as described above. The travel history acquisition device 46 ″ uses the position information obtained from the position detection unit 131 to store history data, except that the user goes out for daily use. Excludes the history data, and travels from home to home regardless of whether the charging paddle 3 is connected or not.
Since the history data is stored as a trip, it is possible to determine the secured power amount that is more realistic. For example, even if the user returns home and does not insert the charging paddle 3 and goes out after a while, it is possible to determine a more accurate secured power amount by accumulating the history data for each trip.

Next, a fifth embodiment of the present invention will be described. This is a configuration in which the configuration on the electric vehicle side is changed to the configuration shown in FIG. 18 while keeping the configuration on the house 20 side in the first embodiment. The difference from the first embodiment is that, on the electric vehicle 140 side, the weather forecasting unit 135 is connected to the secured power calculation unit 145, and the traveling history acquisition device 146 connected to the secured power calculation unit 145. In addition, the weather detection unit 132 is connected together with the history data storage unit 121 and the date and time detection unit 130, and the method of determining the secured power amount is different.

The travel history acquisition device 146 adds a function provided in the travel history acquisition device 46 'of the third embodiment, a function for acquiring weather information from the weather detection unit 132, and adds weather information to history data. And a function of storing the history data in the history data storage unit 121. The reserved power calculation unit 145 includes a function provided in the reserved power calculation unit 45 ″ of the third embodiment, a function of obtaining predicted weather information at a certain time from the weather prediction unit 135, and a function of predicted weather. And a function of determining the amount of power to be secured after comparing the data with the weather of the history data.

The weather detecting section 132 has a function of detecting the current weather from the presence / absence of the use of the wiper and the amount of rain detected by the rain drop sensor, and outputting the current weather to the traveling history acquisition device 146. The weather prediction unit 135 predicts the weather at a certain time from simulation by acquiring weather information through communication with the information network service and detecting atmospheric pressure at regular intervals,
It has a function of outputting to the secured power calculation unit 145.
Other configurations are the same as those of the first embodiment.

FIG. 19 is a flow chart showing the flow of determining the amount of reserved power in this embodiment. In step 501, the traveling history acquisition device 146 acquires the month, day, day of the week, and time when the power of the electric vehicle is turned on, as the traveling start date and time from the date and time detection unit 130. In step 502, the remaining capacity (%) of the battery 6 when the power is turned on is obtained as the remaining capacity (%) before the trip from the battery controller 42 via the reserved power calculation unit 145.

In step 503, during traveling from before traveling,
The weather information up to the end of traveling is acquired from the weather detection unit 132. In step 504, the date, month, day, day of the week, and time when the power is turned off after the driving is completed are acquired from the date and time detecting unit as the date and time of the driving end. In step 505, the remaining capacity (%) of the battery 6 when the charging paddle 3 is inserted into the inlet 5 of the electric vehicle is set as the remaining capacity (%) after the trip, from the battery controller 42 via the secured power calculation unit 145. To get.

In step 506, the power consumption (kW)
h) is calculated as the difference between the remaining capacity (%) of the battery 6 before the trip and the remaining capacity (%) after the trip.
To calculate. In step 507, as the history data, the date and time of the start of travel, the date and time of the end of travel,
The weather information is output to the history data storage unit 121.

In step 508, the secured power amount calculation unit 1
45, the power consumption, the start date and time, and the weather information of the history data corresponding to the current day of the week and the time period from the current time to the charging start time are acquired from the history data storage unit 121 via the traveling history acquisition device 146. I do. In step 509, it is checked whether there is a setting input by the user. If there is a user input, step 513 is executed.
Then, if there is no user input, go to step 510.

In step 510, the weather prediction section 135 predicts the weather in the corresponding time zone, compares it with the weather information of the history data, and checks whether or not they match. And
If they match, the process proceeds to step 511; otherwise, the process proceeds to step 512.

In step 511, the amount of used power acquired in step 511 is integrated to determine the amount of power to be secured, and this flow ends. In step 512, the secured power amount is set to 0, and this flow ends. Therefore, for example, when the vehicle is picked up and picked up at the station by the electric vehicle 140 only when it is rainy, the secured power amount has a certain value only when the predicted weather is rainy. In step 513, the secured power amount is set by a user input, and the flow ends. Steps 501 to 5 above
08 and steps 510 to 512 constitute the secured power amount determining means. The flow of the control operation for switching between the charging and discharging modes in the main controller 21 is as follows.
This is the same as the first embodiment.

The present embodiment is configured as described above. The traveling history acquisition device 146 adds the weather information acquired from the weather detection unit 132 to the history data, and
1 and the secured power amount detection unit 145 calculates the secured power amount after comparing the weather predicted by the weather prediction unit 135 with the weather of the history data. It is possible to determine the secured power amount corresponding to the use.

Next, a sixth embodiment of the present invention will be described. This is a configuration in which the configuration on the electric vehicle side is changed to the configuration shown in FIG. 20 while maintaining the configuration on the house 20 side in the first embodiment. The difference from the first embodiment is that, on the electric vehicle 140 'side, the temperature predicting unit 136 is connected to the secured power calculation unit 145', and the traveling history connected to the secured power calculation unit 145 '. Acquisition device 146 '
In addition, the temperature detection unit 133 is connected together with the history data storage unit 121 and the date and time detection unit 130,
The difference is in the method of determining the amount of secured power.

The travel history acquisition device 146 'has a function provided in the travel history acquisition device 46' of the third embodiment, a function of acquiring temperature information from the temperature detector 133, and addition of temperature information to history data. And a function of storing the history data in the history data storage unit 121. Reserved electric energy calculation unit 145 '
Are the functions provided in the reserved power calculation unit 45 ″ of the third embodiment, the function of acquiring the predicted temperature information at a certain time from the temperature prediction unit 136, the predicted temperature and the temperature of the history data. And a function for determining the amount of power to be secured based on the comparison.

The temperature detecting section 133 has a function of detecting the current temperature and outputting the detected temperature to the traveling history acquisition device 146 '. The temperature estimating unit 136 has a function of estimating a temperature at a certain time from simulation based on acquisition of temperature information through communication with the information network service and detection of barometric pressure at regular intervals, and outputting the temperature to the secured power amount calculating unit 145 ′. ing. Other configurations are the same as those of the first embodiment.

Next, the flow of the determination of the secured power amount in this embodiment is shown in the flowchart of FIG. In step 601, the traveling history acquisition device 146 'acquires the month, day, day of the week, and time when the power of the electric vehicle is turned on as the traveling start date and time from the date and time detection unit 130. In step 602, the remaining capacity (%) of the battery 6 when the power is turned on is obtained as the remaining capacity (%) before trip from the battery controller 42 via the secured power amount calculation unit 145 '.

In step 603, before traveling and during traveling,
The temperature information up to the end of traveling is acquired from the temperature detection unit 132. In step 604, the date, month, day, day of the week, and time when the power is turned off after the traveling is completed are acquired from the date and time detecting unit as the date and time of the traveling end. In step 605, the remaining capacity (%) of the battery 6 when the charging paddle 3 is inserted into the inlet 5 of the electric vehicle is set as the remaining capacity (%) after the trip, from the battery controller 42 via the reserved power calculation unit 145 '. And get.

In step 606, the power consumption (kW)
h) is calculated as the difference between the remaining capacity (%) of the battery 6 before the trip and the remaining capacity (%) after the trip.
To calculate. In step 607, as the history data, the date and time of the start of travel, the date and time of the end of travel,
The temperature information is output to the history data storage unit 121.

In step 608, the secured power amount calculation unit 1
45 ′, the power consumption, start date and time, and temperature information of the history data corresponding to the current day of the week and the time period from the current time to the charging start time are transmitted from the history data storage unit 121 via the travel history acquisition device 146 ′. To get. Step 609
Now, check if there are any settings entered by the user. If there is a user input, step 61
Proceed to 3 and proceed to step 610 if there is no user input.

At step 610, the temperature predicting section 136 predicts the temperature in the corresponding time zone, compares it with the temperature information of the history data, and checks whether it matches or approximates within a predetermined range. Then, the process proceeds to step 611 if they match or approximate within a predetermined range, and to step 612 if they do not match or approximate within a predetermined range.

In step 611, the used power amount acquired in step 608 is integrated to determine the secured power amount, and this flow ends. In step 612, the secured power amount is set to 0, and this flow ends. Therefore, for example, when the vehicle is picked up and picked up by the electric vehicle 140 'only when it is cold, the secured electric energy has a certain value only when the predicted temperature is low. In step 613, the secured power amount is set by a user input, and the flow ends. Steps 601 to 6 above
08 and steps 610 to 612 constitute the secured power amount determining means. The flow of the control operation for switching between the charging and discharging modes in the main controller 21 is as follows.
This is the same as the first embodiment.

The present embodiment is configured as described above, and the traveling history acquisition device 146 'adds the temperature detection unit 133 to the history data.
The temperature information obtained from the log data storage unit 1
21 and the secured power amount detection unit 145 '.
Calculates the reserved power amount after comparing the temperature predicted by the temperature prediction unit 136 with the temperature of the history data. Therefore, it is necessary to determine the reserved power amount corresponding to the use of the electric vehicle 140 ′ affected by the temperature. Can be.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a configuration of a first exemplary embodiment of the present invention.

FIG. 2 is a diagram showing factors that change the power consumption.

FIG. 3 is a diagram showing a relationship between temperature and humidity at which a person feels comfortable.

FIG. 4 is an explanatory diagram showing a use area of a rear defogger.

FIG. 5 is a flowchart illustrating a flow of a control operation in the embodiment.

FIG. 6 is a flowchart illustrating a flow of a control operation in the embodiment.

FIG. 7 is a diagram showing a display example on the display unit when the battery is charged.

FIG. 8 is a diagram showing a display example on the display unit when the battery is discharged.

FIG. 9 is a diagram illustrating a configuration of an electric vehicle according to a second embodiment.

FIG. 10 is a diagram showing a time temperature curve.

FIG. 11 is a diagram showing a humidity curve.

FIG. 12 is a diagram showing a non-sunshine time slot.

FIG. 13 is a diagram showing a change state of an atmospheric pressure.

FIG. 14 is a diagram illustrating a configuration of an electric vehicle according to a third embodiment.

FIG. 15 is a flowchart showing a flow of determining a reserved power amount in the third embodiment.

FIG. 16 is a diagram showing a configuration on the electric vehicle side in a fourth embodiment.

FIG. 17 is a flowchart showing a flow of determining a reserved power amount in the fourth embodiment.

FIG. 18 is a diagram showing a configuration on the electric vehicle side in a fifth embodiment.

FIG. 19 is a flowchart illustrating a flow of determining the amount of reserved power in the fifth embodiment.

FIG. 20 is a diagram showing a configuration on the electric vehicle side in a sixth embodiment.

FIG. 21 is a flowchart illustrating a flow of determining a reserved power amount in the sixth embodiment.

[Explanation of symbols]

Reference Signs List 1 system power 3 charging paddle 5 inlet 5a switch 6 battery 7 three-phase AC inverter 8 drive motor 10 first communication antenna 11 second communication antenna 12 switchboard 13 domestic load 20 house 21 main controller 22 interface 23 display unit 24 input unit 25 charge / discharge device 26 charge / discharge controller 27 converter 28 second inverter 29 third inverter 40, 40 ', 40 ", 40'", 140, 140 '
Electric vehicle 41 First inverter 42 Battery controller 43 Torque calculation controller 44 Accelerator sensor 45, 45 ', 45 ", 145, 145' Reserved power calculation unit 46, 46 ', 46", 146, 146' Travel history acquisition device 47 air conditioner setting detecting section 50, 50 'weather information detecting section 51 time detecting section 52 outside temperature sensor 53 inside temperature sensor 54 inside humidity sensor 55 sunshine sensor 56 raindrop sensor 57 glass temperature sensor 60 communication section 61 position information detecting section 70 house Simulated picture display 71 Simulated picture display of electric car 72 Fuel gauge 73 Remaining power 74 Reserved power 75 Emergency power 76 Rechargeable power 77 Discharge mode display 78 Charging mode display 79 Time display 80 Battery remaining capacity % Display 81 Drivable distance with remaining battery capacity 82 Electricity margin 83 Supply power and cumulative supply power 84 Charging power and cumulative charge power 85 Power rate for cumulative charge power 86 Difference between late-night power rate and non-late-night power rate for cumulative supply power 121 History data storage unit 130 Date and time Detector 131 Position detector 132 Weather detector 133 Temperature detector 135 Weather predictor 136 Temperature predictor

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) H02J 3/32 H02J 3/32 F term (Reference) 5G003 AA01 AA07 BA01 CA06 CB02 FA06 GB06 GB08 5G066 CA09 HB09 JA07 JB03 5H030 AS08 BB01 BB21 FF00 FF27 FF41 FF52 5H115 PC06 PG04 PI16 PI29 PI30 PO07 PO09 PO16 PU08 PV07 PV09 QA01 QA05 QA10 QE12 SE06 TI02 TI06 TO05 TO21 TO30 TR19 TU16 TU17 TZ07 UB08 UI40

Claims (17)

[Claims] An electric vehicle is mounted on an electric vehicle via a charge / discharge device connected to a power line for supplying external system power to a domestic load and a main controller for performing overall control. In a power management system that enables power transmission between the battery and the house,
A battery controller that monitors the state of the battery and manages charging and discharging; a unit that detects a connection between the charger and the battery and the battery; an environment detecting unit that detects a driving environment of the electric vehicle; The main controller, when supplying power from the battery to the house side, restricts the supplied power amount to an amount obtained by subtracting the reserved power amount from the remaining capacity of the battery, The secured power amount determining means corrects the required basic power amount corresponding to the traveling of the electric vehicle in the normal traveling range based on the traveling environment information detected by the environment detecting means to obtain the secured power amount. And a power management system. 2. The method according to claim 1, wherein the secured power amount determining means performs the correction by adding a required power amount in a normal traveling range of the on-vehicle electrical component calculated based on the traveling environment information. The power management system according to claim 1, wherein 3. The method according to claim 1, wherein the correction in the secured electric energy determining means is performed based on current traveling environment information detected by the environment detecting means at predetermined time intervals or at predetermined traveling distances. 2. The power management system according to 2. 4. The driving environment information detected by the environment detecting means is prediction information including a temporal change, and the correction in the secured electric energy determining means is performed based on the prediction information. The power management system according to claim 1. 5. The power management system according to claim 2, wherein the on-vehicle electrical component is an air conditioner. 6. The environment detecting means includes an air conditioner setting detecting section for detecting a set temperature of the air conditioner, detecting an outside air temperature, and the secured power amount determining means based on a difference between the set temperature and the outside air temperature. And calculating the amount of power consumed by the air conditioner as the required amount of power.
The described power management system. 7. An air conditioner setting detecting section for detecting a set temperature of an air conditioner, wherein said environment detecting means detects an amount of sunshine, and said secured power amount determining means performs air conditioning based on the set temperature and the amount of sunshine. The power management system according to claim 5, wherein an amount of power consumed by the machine is calculated as the required amount of power. 8. The environment detecting means detects humidity, and the reserved power amount determining means determines an amount of power consumed by an air conditioner based on a difference between the humidity and a humidity at which a person feels comfortable as the required power amount. The power management system according to claim 5, wherein the calculation is performed. 9. The power management system according to claim 2, wherein the on-vehicle electrical component is a lamp. 10. The lamp is a headlight, the environment detecting means detects a time, and the reserved power amount determining means calculates an amount of power consumed by the headlight based on the time as the required power amount. The power management system according to claim 9, wherein: 11. The lamp is a fog lamp, the environment detecting means detects humidity, and the reserved power amount determining means sets the amount of power consumed by the fog lamp based on the detection of a predetermined humidity as the required power amount. The power management system according to claim 9, wherein the calculation is performed. 12. The in-vehicle electric component is a wiper, the environment detecting means detects rain, and the secured power amount determining means includes:
The power management system according to claim 2, wherein an amount of power consumed by the wiper is calculated as the required amount of power based on detection of rain. 13. A house, comprising: a charge / discharge device connected to a power line for supplying external system power to a domestic load; and a main controller for performing overall control.
In a power management system capable of mutually transmitting power between a battery mounted on an electric vehicle and a house, a battery controller that monitors the state of the battery and manages charging and discharging, and detects a connection between the battery and the charger / discharger. And a secured power amount determining means for determining the secured power amount of the battery, wherein the main controller determines the supplied power amount from the remaining capacity of the battery when supplying power from the battery to the house side. The secured power amount is limited to the reduced amount, and the secured power amount determining means stores the used power amount of the electric vehicle from the start to the end of the travel, the date and time of the start and the end of the travel as history data,
A power management system characterized in that when power is supplied from a battery to a house side, the secured power amount is determined based on periodicity history data corresponding to a supply time zone. 14. The power management system according to claim 13, wherein said reserved power amount determining means does not store history data other than daily business tasks. 15. The secured power amount determining means determines a point at which power is supplied from the battery to the house or a point at which power is supplied from the house to the battery as a point at which the electric vehicle starts and ends traveling. 14. The power management system according to claim 13, wherein the amount is determined. 16. The secured power amount determining means includes a means for detecting weather and a means for predicting weather, and adds weather information to the history data, and determines the weather of the history data and the predicted weather. 14. The power management system according to claim 13, wherein the secured power amount is determined based on history data of a weather that is compared with the predicted weather. 17. The secured power amount determining means includes a means for detecting a temperature and a means for predicting a temperature, and adds temperature information to the history data, and determines a temperature of the history data and the predicted temperature. 14. The power management system according to claim 13, wherein the secured power amount is determined based on comparison and history data of temperatures approximate to the predicted temperature.