JP7658308B2 - Charge/discharge management device, charge/discharge device, vehicle, and charge/discharge management method - Google Patents

Description

This disclosure relates to a charge/discharge management device, a charge/discharge device, a vehicle, and a charge/discharge management method.

Patent Document 1 discloses a charging/discharging device that is connected to a commercial power source and controls charging/discharging of an on-board storage battery. This charging/discharging device is configured to control charging/discharging from the on-board storage battery so that the power from the commercial power source is maintained within a first range and the charging rate of the on-board storage battery is maintained within a second range.

Patent Document 2 also discloses a charge/discharge management planning system that performs power management for charge/discharge equipment installed at multiple charge/discharge bases and multiple electric vehicles moving between the charge/discharge bases. This charge/discharge management planning system acquires route information indicating the movement plan of each electric vehicle to be managed, and uses the route information to generate an equipment usage plan indicating the charging/discharging plan for each charge/discharge equipment at the multiple charge/discharge bases.

JP 2021-097588 A JP 2014-103780 A

According to the technology described in Patent Document 1, the charge and discharge control of the battery installed in the vehicle is executed based on a charge and discharge plan (demand response plan) by the charge and discharge device (i.e., the infrastructure side). This is also true of the technology described in Patent Document 2. With such charge and discharge control, depending on the content of the control, a situation may arise in which the battery's state of charge (SOC) required for vehicle operation cannot be properly secured at the vehicle user's planned departure time (the time the vehicle begins to be used).

This disclosure has been made in consideration of the above-mentioned problems, and aims to provide a charge/discharge management device, a charge/discharge device, a vehicle, and a charge/discharge management method that realizes charging and discharging that can balance requests from the infrastructure side in accordance with a demand response plan and requests for movement in accordance with the vehicle user's action plan.

The charge/discharge management device according to the first aspect of the present disclosure manages charging and discharging between a charger/discharger connected to a commercial power source and a battery mounted on a vehicle. The charge/discharge management device includes one or more processors. The charge/discharge control modes include a first control mode in which charging and discharging are controlled while giving priority to a demand response plan over an action plan of a user of the vehicle, and a second control mode in which charging and discharging are controlled while giving priority to an action plan over the demand response plan. The one or more processors select the first control mode when an action plan is not set, and when an action plan is set, select the first control mode if the remaining time until the departure of the vehicle is longer than the required charging time for the battery to reach a target state of charge, and select the second control mode if the remaining time is equal to or shorter than the required charging time.

The charging/discharging device according to the second aspect of the present disclosure includes a charger/discharger connected to a commercial power source, and one or more processors that control charging/discharging between a battery mounted on a vehicle and the charger/discharger. The charge/discharge control modes include a first control mode that controls charging/discharging while prioritizing a demand response plan over an action plan of a user of the vehicle, and a second control mode that controls charging/discharging while prioritizing an action plan over the demand response plan. The one or more processors select the first control mode when an action plan is not set, and when an action plan is set, select the first control mode if the remaining time until the departure of the vehicle is longer than the required charging time for the battery to reach a target state of charge, and select the second control mode if the remaining time is equal to or shorter than the required charging time.

A vehicle according to a third aspect of the present disclosure includes a battery, and one or more processors that control charging and discharging between the battery and a charger/discharger connected to a commercial power source. The charge/discharge control modes include a first control mode that controls charging and discharging while prioritizing a demand response plan over an action plan of a user of the vehicle, and a second control mode that controls charging and discharging while prioritizing an action plan over the demand response plan. The one or more processors select the first control mode when an action plan is not set, and when an action plan is set, select the first control mode if the remaining time until the departure of the vehicle is longer than the required charging time for the battery to reach a target state of charge, and select the second control mode if the remaining time is equal to or shorter than the required charging time.

The charge/discharge management method according to the fourth aspect of the present disclosure manages charging/discharging between a charger/discharger connected to a commercial power source and a battery mounted on a vehicle. The charge/discharge control modes include a first control mode that controls charging/discharging while prioritizing a demand response plan over an action plan of a user of the vehicle, and a second control mode that controls charging/discharging while prioritizing the action plan over the demand response plan. The charge/discharge management method includes selecting the first control mode when an action plan is not set, and selecting the first control mode when an action plan is set if the remaining time until the departure of the vehicle is longer than the required charging time for the battery to reach a target state of charge, and selecting the second control mode if the remaining time is equal to or shorter than the required charging time.

According to the present disclosure, even if a user's action plan is set, a first control mode in which the demand response plan is prioritized is selected, except when the remaining time until the vehicle departs cannot be secured to be longer than the time required for charging to the target charge state. Then, when the remaining time cannot be secured to be longer than the time required for charging, a second control mode in which the action plan is prioritized is selected. This method of selecting a control mode makes it possible to realize charging and discharging that can satisfy both the demands from the infrastructure side in accordance with the demand response plan and the user's request for movement in accordance with the action plan.

1 is a diagram illustrating an overall configuration of a charge/discharge management system according to the present disclosure. FIG. 13 is a diagram showing an example of a screen of a user terminal that accepts settings of a user's action plan. 4 is a flowchart showing a process related to charge/discharge control according to the present disclosure. 10 is a time chart for explaining the operation of charge/discharge control during execution of V2G.

When the number, quantity, amount, range, etc. of each element is mentioned in each embodiment described below, the technical idea of this disclosure is not limited to the mentioned number, unless otherwise specified or clearly specified in principle. In each embodiment, elements that are common to each figure are given the same reference numerals, and duplicate explanations are omitted or simplified.

1. First embodiment
1-1. Example of the configuration of a charge/discharge management system Fig. 1 is a diagram showing an outline of the overall configuration of a charge/discharge management system 1 according to the present disclosure. The charge/discharge management system 1 is an energy management system that realizes V2G (Vehicle to Grid) that enables power stored in an on-board battery to be supplied not only to the driving of a vehicle but also to a power grid. The charge/discharge management system 1 includes a vehicle 10, a charge/discharge device 20, a charge/discharge management device 30, and a user terminal 50.

1-1-1. Vehicle The vehicle 10 is a vehicle participating in V2G. Although only one vehicle 10 is illustrated in FIG. 1, the number of vehicles participating in V2G is basically multiple. The vehicle 10 is an electric vehicle such as an electric vehicle that can be charged externally, and is equipped with a battery (high-voltage battery) 12 used for vehicle running. The vehicle 10 is, for example, a battery electric vehicle (BEV), a plug-in hybrid electric vehicle (PHEV), or a fuel cell electric vehicle (FCEV).

The vehicle 10 includes a communication device 14, a vehicle electronic control unit (vehicle ECU) 16, an HMI (Human Machine Interface) device 18 such as a touch panel, and an SOC sensor 19. The communication device 14 includes a processor and communicates with each of the charge/discharge device 20 and the charge/discharge management device 30 via a communication network. The communication device 14 may be capable of communicating directly with a user terminal 50. The SOC sensor 19 detects the state of charge (SOC) of the battery 12.

The vehicle ECU 16 is a computer that controls the vehicle 10. Specifically, the vehicle ECU 16 includes a processor 16a and a storage device 16b. The processor 16a executes various processes, including processes related to charging and discharging the battery 12. The storage device 16b stores various information, such as programs, related to the various processes. The vehicle ECU 16 acquires information related to charging and discharging the battery 12, such as SOC information, from various sensors, such as the SOC sensor 19. The vehicle ECU 16 (processor 16a) executes various programs to realize various processes by the vehicle ECU 16. Note that there may be multiple vehicle ECUs 16 (processors 16a and storage devices 16b).

The charging/discharging device 20 includes a communication device 22, a charger/discharger 24, and a charging/discharging ECU 26. The communication device 22 includes a processor and communicates with the vehicle 10 and the charging/discharging management device 30 via a communication network. The communication device 22 may be capable of directly communicating with a user terminal 50.

The charger/discharger 24 is connected to a commercial power source via a power line. The vehicle 10 has a vehicle inlet connected to the battery 12 via a power line. The charger/discharger 24 has a charge/discharge cable and a charge/discharge circuit. The charge/discharge cable has a charge/discharge connector connected to the vehicle inlet. The charge/discharge circuit includes various circuit elements such as a bidirectional inverter and various relays. In addition, the charge/discharge device 20 can perform normal charging using AC and rapid charging using DC by using, for example, a CCS (Combined Charging System) method as a charging method for the battery 12.

The charge/discharge ECU 26 is a computer that controls charging and discharging between the charge/discharge device 20 and the vehicle 10 (battery 12) by controlling the charge/discharge circuit of the charger/discharger 24. Specifically, the charge/discharge ECU 26 includes a processor 26a and a storage device 26b. The processor 26a executes various processes. The various processes include processes related to charging and discharging between the charge/discharge device 20 and the vehicle 10. The storage device 26b stores various information such as programs related to the various processes. The charge/discharge ECU 26 (processor 26a) executes the various programs to realize the various processes by the charge/discharge ECU 26. Note that there may be multiple charge/discharge ECUs 26 (processors 26a and storage devices 26b).

Note that, although only one charging/discharging device 20 is illustrated in FIG. 1, the charging/discharging devices included in the charging/discharging management system 1 may be installed as follows. That is, for example, in one charging/discharging facility, multiple charging/discharging devices 20 as shown in FIG. 1 may be installed. Also, one charging/discharging device may include multiple chargers/dischargers 24. In this example, one charging/discharging device may include individual charging/discharging ECUs 26 for each of the multiple chargers/dischargers 24, or may include one charging/discharging ECU that has the function of controlling the multiple chargers/dischargers 24.

The charge/discharge management device 30 is owned by, for example, a resource aggregator. The resource aggregator is a business operator that concludes a Virtual Power Plant (VPP) service contract with consumers such as users of the vehicles 10 and manages distributed energy resources (DERs) such as the batteries 12 mounted on the vehicles 10.

The charge/discharge management system 1 includes a dynamic control mode (DC mode) and a scheduled control mode (SC mode) as control modes for charge/discharge (energy management) between the charge/discharge device 20 and the vehicle 10. These DC mode and SC mode are modes specified in ISO15118-20, the charge/discharge standard.

The DC mode is a mode in which charging and discharging are controlled while prioritizing a demand response plan (DR plan) from an electric power utility 100, such as a power transmission and distribution utility or a retail electric power utility, over a user's action plan, and corresponds to an example of a "first control mode" according to the present disclosure. On the other hand, the SC mode is a mode in which charging and discharging are controlled while prioritizing an action plan over a DR plan, and corresponds to an example of a "second control mode" according to the present disclosure.

The charge/discharge management device 30 includes a communication device 32 and a server 34. The communication device 32 includes a processor and communicates with the vehicle 10, the charge/discharge device 20, the user terminal 50, and the device of the electric utility company 100 via a communication network.

The server 34 is a computer that manages the above-mentioned DER (battery 12, etc.). Specifically, the server 34 includes a processor 34a and a storage device 34b. The processor 34a executes various processes. The various processes include processes related to management of charging and discharging the battery 12 of the vehicle 10. The storage device 34b stores programs related to the various processes, as well as various information such as user information UI (information set by the user) and vehicle information VI, which will be described later. The server 34 (processor 34a) executes the various programs to realize the various processes by the server 34. Note that there may be multiple servers 34 (processors 34a and storage devices 34b).

The server 34 includes a resource management unit 36, an EMS (energy management system) management unit 38, and an electric vehicle management unit 40. These are realized when the programs stored in the storage device 34b are executed by the processor 34a.

The resource management unit 36 receives the DR plan from the electric utility 100 via the communication device 32. Specifically, the electric utility 100 formulates a DR plan, for example, to balance the demand (consumption) and supply (generation) of electricity. For example, when a power shortage is expected, the DR plan includes information requesting the exchange of electricity from the DER side (discharging of the battery 12). Also, for example, when an excess of electricity supply is expected, the DR plan includes information requesting the supply of surplus electricity to the DER side (charging of the battery 12).

The resource management unit 36 grasps the number of multiple vehicles (including vehicle 10) participating in V2G in real time, and therefore grasps the entire number of multiple DERs owned by the charge/discharge management system 1 in real time. For example, when a DR plan is received that requests the exchange of power from the DER side (supply of a power shortage), the resource management unit 36 judges whether or not the power shortage can be supplied. Also, for example, when a DR plan is received that requests the supply of power to the DER side (acceptance of surplus power), the resource management unit 36 judges whether or not the surplus power can be accepted. Then, if the amount of power can be supplied or accepted, the resource management unit 36 performs a calculation regarding the amount of power that each DER, including vehicle 10, will supply or accept. The result of the calculation is transmitted to the EMS management unit 38 or the electric vehicle management unit 40 together with the DR plan.

When the above-mentioned DC mode is selected, the EMS management unit 38 manages the charging and discharging of the battery 12 (energy management) in accordance with the DC mode. The EMS management unit 38 performs charging and discharging management mainly based on the DR plan and the user information UI. The user information UI referred to by the EMS management unit 38 is, for example, information indicating the upper and lower limits of the SOC of the battery 12 managed by the EMS management unit 38. Note that in the DC mode, the user information UI is transmitted to the EMS management unit 38 from the user terminal 50 via the electric vehicle management unit 40, the vehicle 10, and the charging and discharging device 20, for example.

When the EMS management unit 38 receives a DR plan that requests the transfer of power from the vehicle 10 (supply of the power shortage amount), the EMS management unit 38 determines the amount of power that the vehicle 10 will supply (i.e., the required discharge amount for the vehicle 10). When the EMS management unit 38 receives a DR plan that requests the vehicle 10 to take on surplus power amount, the EMS management unit 38 determines the amount of power that the vehicle 10 will take on (i.e., the required charge amount for the vehicle 10). When the EMS management unit 38 receives the result of the above calculation from the resource management unit 36, the EMS management unit 38 uses the required discharge amount or required charge amount calculated by the resource management unit 36.

The EMS management unit 38 then manages charging and discharging so that the required discharge amount or the required charge amount is met. Specifically, the EMS management unit 38 sends a command to the charging/discharging device 20 regarding charging and discharging of the battery 12 in accordance with the DC mode. The command includes the above-mentioned required discharge amount or required charge amount. The charging/discharging ECU 26 of the charging/discharging device 20 controls the charging/discharging circuit of the charger/discharger 24 so that charging and discharging of the battery 12 based on the command is realized.

When the above-mentioned SC mode is selected, the electric vehicle management unit 40 manages the charging and discharging of the battery 12 (energy management) in accordance with the SC mode. The electric vehicle management unit 40 mainly manages the charging and discharging based on the vehicle information VI together with the DR plan and the user information UI. The user information UI referred to by the electric vehicle management unit 40 is mainly information related to the user's action plan (for example, see FIG. 2(A) described later). The vehicle information VI is information received from the vehicle 10, and includes information related to the battery 12 such as the actual SOC and temperature. Note that in the SC mode, the user information UI is transmitted to the electric vehicle management unit 40 from the user terminal 50, for example.

The electric vehicle management unit 40, like the EMS management unit 38, refers to the DR plan to determine the required discharge amount or the required charge amount. However, the electric vehicle management unit 40 according to the SC mode is configured to determine the required discharge amount or the required charge amount while prioritizing satisfying the user's action plan included in the user information UI over satisfying the DR plan. In addition, the electric vehicle management unit 40 takes into account the vehicle information VI to determine the required discharge amount or the required charge amount. As described above, the vehicle information VI includes information about the battery 12, such as the actual SOC. Therefore, by referring to the vehicle information VI, the electric vehicle management unit 40 can determine the required discharge amount or the required charge amount so as to more appropriately satisfy the user's action plan (request).

The electric vehicle management unit 40 then manages charging and discharging so that the required discharge amount or the required charge amount is met. Specifically, the electric vehicle management unit 40 sends a command to the vehicle 10 regarding charging and discharging of the battery 12 in accordance with the SC mode. The command includes the required discharge amount or the required charge amount, and is transmitted from the vehicle 10 to the charging and discharging device 20. The vehicle ECU 16 executes processing related to charging and discharging of the battery 12 based on the command. The charging and discharging ECU 26 of the charging and discharging device 20 controls the charging and discharging circuit of the charger and discharger 24 so that charging and discharging of the battery 12 based on the command is realized.

1-1-4. User Terminal The user terminal 50 is operated by the user of the vehicle 10. The user terminal 50 includes a processor, a storage device, and a communication device. The user terminal 50 is, for example, a mobile terminal such as a smartphone or a tablet PC. The user information UI transmitted from the user terminal 50 includes action plan information as well as ID information. The ID information is information for identifying the user and the vehicle 10. The action plan information is information indicating the user's action plan.

The action plan is set by the user operating the user terminal 50. Figures 2(A) and 2(B) show examples of screens of the user terminal 50 that accept the setting of the user's action plan.

The screen shown in FIG. 2(A) is used when the user sets a new action plan. As illustrated in FIG. 2(A), the action plan information includes the user's departure time (i.e., the start time of using the vehicle 10 for travel) and a target SOC. The target SOC is the target value of the SOC at the time of departure. When the user presses the confirm button at the bottom of the screen, setting of the action plan is completed. Note that the screen in the example shown in FIG. 2(A) is configured to accept settings for the days of the week to which the action plan applies, the upper limit of the SOC during charging, and the lower limit of the SOC during discharging for power supply.

The "departure time information" used to set the action plan is not limited to the departure time itself as in the example shown in FIG. 2(A). That is, for example, in an example of a screen that accepts the setting of the start and end times of charging/discharging (charging and supplying power), the set end time of charging/discharging may be regarded (used) as the "departure time". Also, for example, in an example of a screen that accepts the setting of an operation prohibition time that prohibits charging/discharging of the battery 12 by V2G, the start time of the set operation prohibition time may be regarded (used) as the "departure time".

The "target SOC information" used to set the action plan is not limited to the target SOC itself (more specifically, the target charge rate (%) or the target charge amount (Ah)) as in the example shown in FIG. 2(A). That is, for example, in an example screen that accepts the setting of the user's planned driving distance, the set driving distance may be used as the "target SOC information." In this example, the user terminal 50 or the server 34 that uses the user information UI converts the driving distance into SOC to obtain the target SOC.

The screen shown in FIG. 2(B) is used when the user changes an action plan that has already been set. The screen shown in FIG. 2(B) displays the current SOC (actual SOC), the current operating state, the target SOC, and the time to reach the target SOC, as well as buttons for accepting "charge now" or "stop charging now." The user presses the "charge now" button, for example, when the action plan is suddenly changed and it becomes necessary to quickly secure the target SOC. By performing such an operation, the user can change the action plan and request that charging be performed so as to quickly reach the target SOC. In the example shown in FIG. 2(B), the user can also stop the "charge now" that was once set.

In addition, the setting of the action plan illustrated with reference to Figures 2(A) and 2(B) may be performed using the HMI device 18 installed in the vehicle 10.

1-2. Charge/Discharge Control As described above, the charge/discharge management system 1 includes a DC mode and an SC mode as control modes for charge/discharge (energy management) between the charge/discharge device 20 and the vehicle 10. When implementing V2G, it is important to simultaneously satisfy a request (DR request) according to a demand response plan from the electric utility 100 (infrastructure side) and a request for movement according to a user's action plan. The DC mode is appropriate for satisfying the former request, and the SC mode is appropriate for satisfying the latter request.

In the first embodiment, the control mode is selected by the processor 34a of the server 34 of the charge/discharge management device 30. Specifically, if the user's action plan is not set, the processor 34a selects the DC mode (first control mode). On the other hand, if the action plan is set, the processor 34a selects the DC mode if the remaining time X until the departure of the vehicle 10 is longer than the required charging time Y of the battery 12 to the target SOC, and selects the SC mode (second control mode) if the remaining time X is equal to or shorter than the required charging time Y. In the first embodiment, the processor 34a included in the charge/discharge management device 30 corresponds to an example of "one or more processors" according to the first aspect of the present disclosure.

Figure 3 is a flowchart showing the process related to the charge/discharge control according to the present disclosure. In the first embodiment, the process of this flowchart is repeatedly executed by the server 34 (processor 34a) of the charge/discharge management device 30 when the vehicle 10 is participating in V2G (when the vehicle 10 is connected to the charger/discharger 24).

In step S100, the server 34 (processor 34a) determines whether "Charge now (see FIG. 2B)" is set. This determination can be made, for example, based on whether the user information UI received by the server 34 includes the setting for "Charge now."

If "charge now" is not set (step S100; No), the process proceeds to step S102. In step S102, the server 34 determines whether or not the user has set an action plan. This determination can be made, for example, based on whether or not the user information UI received by the server 34 includes action plan information (see FIG. 2(A)) including departure time information and target SOC information.

If the user's action plan has not been set (step S102; No), in step S104, the server 34 selects the DC mode. As a result, the server 34 (EMS management unit 38) becomes the main controller and the DC mode is executed. That is, the infrastructure side device (the EMS management unit 38 on the side of the server 34 closer to the charging/discharging device 20) becomes the main controller and the DC mode is executed. Note that the function of the EMS management unit 38 for executing the DC mode may be provided by the charging/discharging ECU 26 of the charging/discharging device 20, rather than the server 34. That is, the DC mode may be executed by the charging/discharging ECU 26 instead of the server 34 becoming the main controller.

If "charge now" is set (step S100; Yes), in step S106, the server 34 selects the SC mode. As a result, the server 34 (electric vehicle management unit 40) becomes the main controller and the SC mode is executed. That is, the device on the vehicle side (the electric vehicle management unit 40 on the side of the server 34 closer to the vehicle 10) becomes the main controller and the SC mode is executed. As a result, the target SOC required for vehicle running can be reliably secured. Note that the function of the electric vehicle management unit 40 for executing the SC mode may be provided in the vehicle ECU 16 instead of the server 34. That is, the SC mode may be executed with the vehicle ECU 16 becoming the main controller instead of the server 34.

If the user's action plan has been set (step S102; Yes), the process proceeds to step S108. In step S108, the server 34 calculates the remaining time X from the current time until the user's departure (start of use of the vehicle 10 for travel) based on the departure time information included in the user information UI.

Next, in step S110, the server 34 calculates the charging time Y to the target SOC (i.e., the time required to charge the battery 12 from the current actual SOC to the target SOC) based on the target SOC information included in the user information UI. The charging time Y can be calculated based on, for example, the target SOC as well as parameters such as the capacity, charging current, and charging voltage of the battery 12.

Next, in step S112, the server 34 determines whether the remaining time X is longer than the required charging time Y based on the calculation results of steps S108 and S110. If the result of this determination is Yes (i.e., if it is determined that the user's action plan can be achieved without immediately starting charging toward the target SOC), the process proceeds to step S104. As a result, the DC mode is selected.

On the other hand, if the result of the determination in step S112 is No (i.e., if it is determined that the user's action plan would not be achieved if the DC mode were continued), the process proceeds to step S106. As a result, the SC mode is selected.

Figure 4 is a time chart for explaining the operation of charge/discharge control during execution of V2G. According to the processing of the flowchart shown in Figure 3 described above, if there is no "charge now" setting (i.e., an indication of the user's intention to prohibit discharging of battery 12) and no user action plan is set, V2G is started using DC mode. Also, when there is no "charge now" setting and even if there is a user action plan, DC mode is selected within period Z in which the action plan can be satisfied (remaining time X > required charging time Y) as shown in Figure 4.

When the DC mode is in operation, charging or discharging of the battery 12 is performed according to the DR plan (requests from the infrastructure side) without taking into account the user's action plan. As a result, the actual SOC increases or decreases (fluctuations), as illustrated in Figure 4.

Figure 4 shows an example in which a time T arrives when the user's action plan cannot be met during execution of DC mode due to the contents of at least one of the DR plan and the action plan. The time T corresponds to the point in time when the difference between the remaining time X and the required charging time Y decreases to zero during execution of DC mode.

According to the processing of the flowchart shown in FIG. 3, when a time T arrives when the user's action plan cannot be satisfied during V2G using DC mode as in the example shown in FIG. 4, the mode is switched from DC mode to SC mode. More specifically, for example, when the amount of power lent (supplied) from the battery 12 to the electric utility 100 during execution of DC mode is too large to satisfy the action plan, the mode is switched to SC mode. According to the SC mode, the user's action plan (request for movement) is given priority over the DR plan. Therefore, when the time T arrives, "charging to satisfy the target SOC" can be started regardless of the infrastructure's plan.

1-3. Effects As described above, according to the charge/discharge control of the first embodiment, under normal circumstances where "charge now" is not set, even if the user's action plan is set, the DC mode is selected except when the remaining time X longer than the required charging time Y cannot be secured. As a result, the charge/discharge is controlled to satisfy the DR plan (request from the infrastructure side). Then, when the remaining time X longer than the required charging time Y cannot be secured, the SC mode is selected. As a result, charging to satisfy the target SOC can be reliably performed. According to such a control mode selection method, it is possible to realize charge/discharge that can satisfy both the request from the infrastructure side according to the DR plan and the request for movement according to the action plan of the user of the vehicle 10. That is, the two control modes can be appropriately switched to realize optimal energy management.

2. Second embodiment
The second embodiment differs from the first embodiment in the entity that selects the control mode (DC mode and SC mode).

Specifically, in the first embodiment, the control mode is selected by the processor 34a of the server 34 of the charge/discharge management device 30. In contrast, in the second embodiment, the control mode is selected by the processor 26a of the charge/discharge ECU 26 of the charge/discharge device 20. Therefore, the selection of the control mode according to the second embodiment is realized by the charge/discharge ECU 26 (processor 26a) executing the process of the flowchart shown in FIG. 3 in place of the server 34 (processor 34a). In addition, the charge/discharge device 20 may obtain the action plan information required for calculating the remaining time X and the required charging time Y from the server 34 or directly from the user terminal 50. In the second embodiment, the processor 26a included in the charge/discharge device 20 corresponds to an example of "one or more processors" according to the second aspect of the present disclosure.

3. Third embodiment
The third embodiment differs from the first embodiment in the entity that selects the control mode (DC mode and SC mode).

Specifically, in the first embodiment, the control mode is selected by the processor 34a of the server 34 of the charge/discharge management device 30. In contrast, in the third embodiment, the control mode is selected by the processor 16a of the vehicle ECU 16 of the vehicle 10. Therefore, the selection of the control mode according to the third embodiment is realized by the vehicle ECU 16 (processor 16a) executing the process of the flowchart shown in FIG. 3 in place of the server 34 (processor 34a). In addition, in an example in which the action plan information required for calculating the remaining time X and the required charging time Y is obtained from the user terminal 50, the vehicle 10 may obtain the action plan information from the server 34 or directly from the user terminal 50. In the third embodiment, the processor 16a included in the vehicle 10 corresponds to an example of "one or more processors" according to the third aspect of the present disclosure.

Reference Signs List 1: Charge/discharge management system 10: Vehicle 12: Battery 14, 22, 32: Communication device 16: Vehicle ECU
16a, 26a, 34a Processor 18 HMI (Human Machine Interface) device 19 SOC sensor 20 Charge/discharge device 24 Charge/discharge device 26 Charge/discharge ECU
30 Charge/discharge management device 34 Server 36 Resource management unit 38 EMS management unit 40 Electric vehicle management unit 50 User terminal

Claims (4)

A charge/discharge management device that manages charging/discharging between a charger/discharger connected to a commercial power source and a battery mounted on a vehicle, the charge/discharge management device comprising one or more processors,
the charge/discharge control modes include a first control mode in which the charge/discharge is controlled while giving a demand response plan priority over an action plan of a user of the vehicle, and a second control mode in which the charge/discharge is controlled while giving the action plan priority over the demand response plan,
The one or more processors:
If the action plan is not set, the first control mode is selected;
When the action plan is set, the charge/discharge management device selects the first control mode if the remaining time until departure of the vehicle is longer than a required charging time for the battery to reach a target state of charge, and selects the second control mode if the remaining time is equal to or shorter than the required charging time. A charger/discharger connected to a commercial power source;
One or more processors that control charging and discharging between a battery mounted in a vehicle and the charger/discharger;
A charging/discharging device comprising:
the charge/discharge control modes include a first control mode in which the charge/discharge is controlled while giving a demand response plan priority over an action plan of a user of the vehicle, and a second control mode in which the charge/discharge is controlled while giving the action plan priority over the demand response plan,
The one or more processors:
If the action plan is not set, the first control mode is selected;
When the action plan is set, the charging/discharging device selects the first control mode if the remaining time until departure of the vehicle is longer than a required charging time for the battery to reach a target state of charge, and selects the second control mode if the remaining time is equal to or shorter than the required charging time. A battery;
One or more processors that control charging and discharging between a charger/discharger connected to a commercial power source and the battery;
A vehicle comprising:
the charge/discharge control modes include a first control mode in which the charge/discharge is controlled while giving a demand response plan priority over an action plan of a user of the vehicle, and a second control mode in which the charge/discharge is controlled while giving the action plan priority over the demand response plan,
The one or more processors:
If the action plan is not set, the first control mode is selected;
When the action plan is set, the first control mode is selected if the remaining time until departure of the vehicle is longer than a required charging time for the battery to reach a target state of charge, and the second control mode is selected if the remaining time is equal to or shorter than the required charging time. A charge/discharge management method for managing charging/discharging between a charger/discharger connected to a commercial power source and a battery mounted on a vehicle, comprising:
the charge/discharge control modes include a first control mode in which the charge/discharge is controlled while giving a demand response plan priority over an action plan of a user of the vehicle, and a second control mode in which the charge/discharge is controlled while giving the action plan priority over the demand response plan,
The charge/discharge management method includes:
selecting the first control mode if the action plan is not set;
when the action plan is set, if the remaining time until departure of the vehicle is longer than a required charging time for the battery to reach a target state of charge, selecting the first control mode, and if the remaining time is equal to or shorter than the required charging time, selecting the second control mode;
A charge and discharge management method.

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