DE102011086903A1 - Electricity demand estimation device for estimating consumption of electrical power during movement of electric car, has estimation portion provided in vehicle to estimate electricity demand for drive of vehicle - Google Patents

Abstract

The device has a memory device e.g. database, provided in a base station e.g. service center (2), for storing standard electrical energy consumption for driving on respective segments on roads. A communication equipment e.g. communication network (7), transfers the energy consumption from the base station to a vehicle (3) i.e. electric car. An estimation portion is provided in the vehicle to estimate electricity demand for drive of the vehicle on the basis of the standard electrical energy consumption and information containing the correction value. An independent claim is also included for an electricity information processing apparatus.

Description

FIELD OF THE INVENTION

The present invention relates to a vehicle electricity demand estimating apparatus for estimating an electric power required when an electric vehicle is moving.

In addition, the present invention relates to an electricity information processing apparatus that processes information regarding electricity in an electric power distribution network.

Furthermore, the present invention relates to a charging system that charges a battery mounted in a moving object.

STATE OF THE ART

• [Patent Document 1] JP-2007-206889 A
• [Patent Document 2] JP-2008-136291 A
• [Patent Document 3] JP-2010-68704 A
• [Patent Document 4] JP-2008-199752 A
• [Patent Document 5] JP-2004-007969 A ( JP-3539497 )
• [Patent Document 6] JP-H9-294305 A ( JP-3385841 )
• [Patent Document 7] JP-2001-183150 A
• [Patent Document 8] JP-2008-67418 A

A system or apparatus for charging a rechargeable battery mounted in a vehicle from an electric power distribution network will be described (see Patent Documents 1 to 4).

<First Prior Art>

The system for charging rechargeable batteries in vehicles must accurately estimate charging power for various vehicles connected to the electrical power distribution network and form a plan for electrical power distribution in the electrical power distribution network. However, the electric power consumption of each vehicle changes depending on various causes. The charging energy for the vehicles also changes. Therefore, it is not so easy to accurately estimate the charging power required for each vehicle and to reflect them in the electric power distribution plan.

There is also described a technology for estimating electric power consumption based on a timetable of a vehicle (see Patent Documents 5 to 7). In Patent Document 5, electric power consumption and charging power are estimated based on a planned driving route. However, the driving route information is based on map data; the variation generated when the vehicle is actually running can not be reflected. The variation factors that can not be reflected may include, for example, an inclination of a driver (driving tendency), a road gradient (level), a road class, a traffic amount, and a traffic jam condition. Therefore, it is not easy to accurately estimate the electric power consumption.

In Patent Document 6, the energy consumption of a past trip is stored and reflected in the next trip. However, the estimation of the electric power consumption can not be made for a driving route that is driven for the first time.

In Patent Document 7, a driving pattern including the number of stops of the vehicle is prepared, and an energy balance based on the prepared driving pattern is planned. However, even such a configuration can not easily reflect the above variation factors for estimating the electric power consumption.

<Second Prior Art>

Various charging stations are arranged in an electrical power distribution network. It can be assumed that different charge levels have different charge capacities. For example, the charging speed may vary depending on the equipment of a particular charge. In addition, the charging speed may differ depending on an electricity distribution equipment or a transmission voltage of the electric power distribution network at each charging stand. For example, there is a charge that charges at high speed, in coexistence with a charge that charges only at low speed.

In such a case, summing the electrical energies needed to charge a plurality of batteries does not result in accurately estimating a time-based variation of an electrical energy demand in the electrical power distribution network, resulting in a problem. For example, a difference between the electric power demand when the charging is performed at high speed and when the charging at low speed is performed may be significant.

<Third Prior Art>

A technology for performing a charging process based on the charge recommendation timing region information on the electric power supply side is described (see Patent Document 8). In Patent Document 8, when charging is performed on the basis of the convenience of the electric power supply side, that is, the electric power supply network, there may be a case where the necessary charging can not be performed. Therefore, the problem may arise that the convenience of the system decreases.

When a battery is mounted in a moving object such as a vehicle, the timing of charging and / or the position of charging may vary depending on variation factors such as a preference or inclination of a user or a driver. Therefore, it is not so easy to estimate the time and / or location of the store to use the estimated result in the charging system. For example, the timing and / or position of loading can not be specified. Thus, it is difficult to reflect the required electric power for charging in the electric power distribution plan in the electric power distribution network.

SUMMARY OF THE INVENTION

The present invention has been made in view of the above problems.

It is a first object of the present invention to provide a vehicle electricity demand estimating apparatus for more accurately estimating an electric power consumption of a vehicle based on a timetable of the vehicle and causing a base station and a plurality of vehicles to have a processing load for estimating the electric power appropriately; which is needed for the journey of the vehicles.

It is a second object of the present invention to provide an electricity information processing apparatus for obtaining an electricity demand in which a charging speed is reflected in each charge level.

It is a third object of the present invention to provide a charging system for jointly evaluating a likelihood of charging batteries mounted in various moving objects existing within an electric power distribution network and estimating an electricity demand with a higher accuracy.

The objects are achieved with the features of the independent claims. The dependent claims are directed to preferred embodiments of the invention.

In order to achieve the first object, according to a first aspect of the present invention, there is provided an electricity demand estimation apparatus as follows. The electricity demand estimating apparatus includes (i) a plurality of vehicles, the vehicles each having a battery supplying electric power to an electric motor used for the travel, and (ii) a base station managing the vehicles to supply electricity required for the rides of the vehicles needed is appreciated. The electricity demand estimator also includes the following. A storage device is provided in the base station for storing a standard electrical power consumption for driving respective segments on roads. Communication equipment transmits the standard electrical power consumption from the base station to the vehicles. A vehicle correction value calculation section is provided in each of the vehicles to calculate a vehicle correction value corresponding to a vehicle variation resulting from a factor of the vehicle, wherein the vehicle correction value is a difference between the standard electric power consumption and an actual electric power consumption required for driving the vehicle Vehicle is needed is included. An estimation section is provided in the vehicle to estimate the electricity demand of a future trip based on the standby electric power consumption and information including the vehicle correction value.

With such a configuration, the process for estimating an electricity demand of a future trip may be decentralized and shared by both the base station and the vehicles. In addition, a variation or an error resulting from a factor of the vehicle is corrected by the vehicle correction value. Thus, the electricity demand can be estimated accurately based on the standard electric power consumption.

In order to achieve the second object, according to a second aspect of the present invention, there is provided an electricity information processing apparatus as follows. An electricity transfer calculation section is included to be an electricity transfer, which is a transition (change, course, change) of an electricity for charging a battery mounted in a moving object is, is needed, indicates. A storage device is included to store a charge rate of each of a plurality of charge levels, the battery being charged at the charge rate. A change section is included to change the electricity transition (electricity change, history, change) based on the charging speed to calculate a changed electricity transition.

According to the above configuration, an electricity transfer is changed on the basis of the charging rates of a plurality of charge levels. Therefore, an electricity transfer that reflects the charging speeds can be created.

In order to achieve the third object, according to a third aspect of the present invention, there is provided a charging system as follows. A charging probability calculating section is included to indicate a charging probability indicative of a probability that a charging process of a battery mounted in a moving object is performed. A charging energy estimating section is included to estimate a charging power of the battery. A charging expectation value calculating section is included to calculate a charging expectation value in which the charging power is distributed on a time axis and / or a map (map, table) based on the charging probability.

According to this configuration, the charge expectation value can be provided. The charge expectation value is an index that reflects both the charge energy and the charge probability. The charge expectation value is an index that distributes the charge energy on the timeline and / or the card. Distributing on the timeline and / or the map is based on the loading probability. Therefore, the charging power can be evaluated based on the charging expectation value. The probability of charging the batteries may be evaluated based on the charge expectation value. As a result, it becomes possible to provide the service according to the likelihood of charging the batteries.

BRIEF DESCRIPTION OF THE DRAWINGS

The above and other objects, features and advantages of the present invention will become more apparent from the following detailed description made with reference to the accompanying drawings. Show it:

1 10 is a block diagram illustrating a configuration of a charging system according to an embodiment of the present invention;

2 a block diagram illustrating a configuration of a service center;

3 a block diagram illustrating a configuration of a standard vehicle;

4 a block diagram illustrating a configuration of a vehicle;

5 a flowchart illustrating a process in a charging system;

6 a block diagram illustrating a process for collecting a standard electrical energy consumption;

7 a flowchart illustrating a process in a standard vehicle for collecting a standard electrical energy consumption;

8th a block diagram illustrating a process for calculating a vehicle correction value;

9 a flowchart illustrating a data providing process performed by a service center for different vehicles;

10 a flowchart illustrating a process in a vehicle for calculating a vehicle correction value;

11 a block diagram illustrating a process with respect to a charge expectation value;

12 a flowchart illustrating a process in a vehicle that is loading;

13 Fig. 12 is a diagram illustrating an example of a relationship between a residual energy of a battery and a charging probability;

14 a flowchart illustrating a process in a vehicle for estimating an electricity demand;

15 a flowchart illustrating a process in a vehicle for calculating a charge expectation value;

16 12 is a diagram explaining a relationship between a vehicle travel and a charge expectation segment expected to be loaded on a vehicle;

17 a diagram showing an example of a relationship between a residual energy of a battery and a charging expectation segment that is expected to load a vehicle;

18 FIG. 12 is a diagram illustrating another example of a relationship between a residual energy of a battery and a charge expectation segment expected to be charging a vehicle; FIG.

19 a diagram illustrating an example of a charge expectation value in a vehicle;

20 a flowchart illustrating a process regarding a charge expectation value in a service center;

21 FIG. 10 is a flowchart illustrating a process in a service center for calculating an electricity transfer from a charge expectation value; FIG.

22 a diagram illustrating an example of a transition in a load expectation value in a segment;

23 Fig. 10 is a diagram illustrating an example of a transition in a charge expectation value in an electric power distribution network;

24 a diagram illustrating an example of an association between a transition of a charge expectation value and a loading device;

25 Fig. 12 is a diagram illustrating an example of a charge expectation value in a respective charger;

26 12 is a diagram illustrating an example of a charge expectation value that is changed depending on a charging speed of a charger.

27 a diagram for explaining a change process; and

28 a diagram for explaining a change process.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Hereinafter, preferred embodiments of the invention will be described with reference to the drawings. Each embodiment may have a part corresponding to that of a previous embodiment. Such part will be denoted by the same reference numerals and their overlapping description will be omitted. When only a part of the configuration of each embodiment is explained, the other parts of the configuration can adopt those of the previously explained embodiment. A partial combination between the embodiments may be possible with respect to not only those portions expressly described in each embodiment but also those portions which are not expressly described, if no problem arises thereby.

<First Embodiment>

1 is a block diagram illustrating a configuration of a charging system 1 according to an embodiment of the present invention. The charging system 1 includes a driving information management system for managing driving information of various vehicles 3 and an Electricity Distribution System (GRID) Electricity System 5 (also referred to as power distribution network) for supplying electric power to the vehicles 3 , The charging system 1 forms an electricity information processing device for processing information related to electric power or electricity of the power distribution network 5 , In addition, hereinafter, "energy" equivalent to electrical energy or electricity is used. The charging system 1 contains a service center (SVCT) 2 leading to an administration for managing information relating to different vehicles 3 belongs. The service center 2 is a base station.

The vehicle 3 is a moving object in which a battery serving as a rechargeable battery is mounted. The vehicle 3 is an electrically driven vehicle having a driving force that is at least partially supplied from an in-vehicle battery mounted in the vehicle. That is, the vehicle 3 is an electric vehicle having a driving force supplied only by an in-vehicle battery, or a plug-in hybrid vehicle having a driving force shared by both (i) a fuel and (ii) an in-vehicle battery supplied from an external battery Energy source outside or separate from the vehicle 3 is loaded, is supplied. The different vehicles 3 include at least one standard vehicle (EVH0) 3A used by the administration and general vehicles (EVH1, EVHn) 3B belonging to the driving information management system. The battery of the vehicle 3 can by means of charging stands (CGS1, CGS2, CGSn) 4 getting charged.

The charge levels 4 belong to the energy distribution network 5 , Electrical energy is the charge levels 4 via the power distribution network 5 fed. The charge level 4 is a stationary charging device for charging the battery of the vehicle 3 , An organization or residence for a particular vehicle 3 can also be used as a charge 4 be designed. In other words, the organization or residence to which each vehicle 3 belongs, a charge level 4 exhibit. In the example of 1 is the residence that serves as a destination (DSTN) 8B serves, with a charge level 4 Mistake.

The power distribution network 5 is a system energy network. The power distribution network 5 It converts electrical energy into the battery of a vehicle 3 is loaded. The power distribution network 5 is through an energy control center 6 (also referred to as a power supply control management center: PSCM), which belongs to the management that supplies commercial electric power. The energy control center 6 controls the power distribution network 5 , The energy control center 6 may be an electric power plant and an electric transmission plant such as a transformer substation. The energy control center 6 implements an electricity control process to the power distribution network 5 supply electrical energy to meet the electricity demand in the power distribution grid 5 to answer or react. The electricity control process includes adjusting an electric power generated in an electric power plant, an import of electric power from another power distribution network, a setting of a transmission of electric power, a plan of an electricity generating device, and a plan of an electricity transmission device. A communication network 7 is included in an information communication device or equipment, which is a communication of information between nodes or elements in the charging system 1 are included.

The service center 2 and the vehicles 3 are interconnected to communicate information over the communication network 7 to enable a driving information management system to be constructed. The driving information management system provides an electricity demand estimating device for accurately estimating an electricity demand, which is an electric power, corresponding to each vehicle 3 is needed to drive in the future, based on information regarding a standard electrical energy consumption from the service center 2 is supplied, ready. That is, the service center 2 and the vehicle 3 form an electricity demand estimator and execute an electricity demand estimation process. In addition, the driving management system receives a sum of electric energy values from several vehicles 3 is required, and provides a means or section for preparing request data representing an electricity demand in the power distribution network 5 specify, ready. The sum may denote an addition calculation. Alternatively, the sum may designate a creation of a distribution of various numerical data on a time axis and / or a map. In addition, the driving information management system provides a means or section for estimating times or positions of performing the loading and preparing request distribution data for indicating a distribution. The request distribution data is prepared by reflecting the times and / or positions of execution of the loading in the request data. In addition, the driving information management system provides a device or section for collecting information regarding the cargoes 4 ready, with the information charging speeds of the charging stands 4 contain. The driving information management system provides a means or section for reflecting charging rates of the cargo stands 4 in the request distribution data.

The service center 2 , the different charge levels 4 and the different vehicles 3 are interconnected to communicate information over the communication network 7 to enable. These components provide a means or section for reserving a charging time for the vehicle 3 ready.

Besides, the service center 2 and the energy control center 6 interconnected to communicate information over the communication network 7 to enable it to form an electricity management system. The communication network 7 can be a dedicated connection between the service center 2 and the energy control center 6 be. The service center 2 and the energy control center 6 provide the resources of the power distribution network 5 on the basis of the requirement distribution data of the electric power, whereby a means or section for supplying electric power corresponding to an electricity demand to the power distribution network 5 ready. The request distribution data can be obtained from a management service center 2 managed, to an administration, the energy control center 6 managed, sold. In addition, the service center 2 and the energy control center 6 essentially managed by the same administration.

The standard vehicle 3A drives on a street in an area under the administration of the service center 2 stands. The area under administration (under administration area) contains at least one area of the energy distribution network 5 , The following explanation is made assuming that a vehicle 3B driving on a road that runs within the power distribution network 5 is available. The vehicle 3B moves for example, from a starting position (STPS) 8A to a destination (DSTN) 8B , In addition, the vehicle 3B at one of the various charging stands 4 loaded. The vehicle 3B is for example at the charge level 4A between the starting position 8A and the goal 8B loaded.

2 is a block diagram showing a configuration of the service center 2 represents. The service center 2 contains a communication device 21 for communication with the communication network 7 , a control unit 22 and a database 23 ,

The control unit 22 provides various processes P1 through P6. A standard electric power consumption process P1 collects information representing a standard electric power consumption STPC of the standard vehicle 3A included, and provides for the general vehicle 3B Information that contains the standard electrical energy consumption STPC. The electric power consumption correction process P2 changes the standby electric power consumption STPC based on the various factors. In addition, the electric power consumption correcting process P2 provides the vehicle 3 Correction information for correcting the standard electrical energy consumption STPC ready.

The charge expectation sum process P3 collects charge expectation values CHXP from various vehicles 3 and sums up various load expectation values CHXP. The charging expectation value CHXP is data representing a probability and a charging power of charging of a vehicle 3 as a distribution on the timeline and / or a map. The charging expectation value CHXP is estimated by estimating the charging power for the vehicle 3 and a time and position for loading created. The various charging expectation values CHXP are summed up to receive an electricity request for charging various vehicles 3 provide.

An electricity transfer process P4 estimates an electricity demand, which is an electrical energy, in different charge levels 4 is required, and creates an electricity transition PCSD indicating a transition (change, history, change) of an electricity request. The electricity transfer PCSD includes (i) a basic electricity transfer PCSD1 obtained by summing the charge expectation values CHXP, and (ii) a changed electricity transfer PCSD2 obtained by changing the basic electricity transfer PCSD1 based on the charge rates. The electricity transfer PCSD indicates a distribution of the electricity demand on the timeline and / or the card. The electricity transfer PCSD becomes the energy control center 6 fed.

The charging reservation process P5 provides a service regarding the loading of the vehicles 3 ready. The service includes a report of a charging time, a suggestion of a special charge level 4 , a route guidance to the special charge level 4 and a charge reservation for the special charge level 4 , In addition, further service processes P6 contain an information provision for the vehicles 3 , an information provision for the charging stands 4 and providing information to the Energy Control Center 6 ,

Database 23 includes a storage device such as a memory and a hard disk. Database 23 contains several databases 23A to 23F , the data provided by the control unit 22 be handled, save. Database 23A stores data necessary for electrical energy consumption of the vehicle 3 , which contains the standard electrical energy consumption STPC, are relevant. The standard electric power consumption STPC is stored for each segment on a predetermined road. Database 23A provides a memory device or apparatus for storing the standard electrical power consumption STPC for traveling on various segments on roads.

Database 23B stores data regarding states of roads that drive the vehicle 3 including a traffic jam condition TRFC. Database 23C stores a charge expectation value CHXP. Database 23D stores information regarding the charge levels 4 in association with the charging speeds CHSP of the charging stands 4 , The information regarding the charge levels 4 included for each of the charge levels 4 a position, a characteristic and an available service. Database 23D represents a memory device or device for storing the charge rates of the charging stands 4 , that is the charging speed CHSP, with which the battery 34 is loaded, ready. Database 23E stores data regarding the electricity requirement in the cargoes 4 in association with the electricity transfer PCSD. Database 23F represents a memory device or device for storing information regarding the state of charge 4 who is responsible for the vehicle 3 is proposed, ready.

3 is a block diagram showing a configuration of a standard vehicle 3A represents. The standard vehicle 3A is considered a middle class of different vehicles 3 provided under the administration. For example, a car with five seats can be selected. The standard vehicle 3A contains an electric motor generator 31 to drive, an inverter 32 , a circuit breaker 33 , a battery 34 , a circuit breaker 35 , a charging circuit 36 and a charging connector 37 , The electric motor generator 31 is an electric motor for moving the vehicle 3A , The vehicle 3A has an in-vehicle battery 34 on, the electrical motor generator electrical energy 31 supplies. When the circuit breaker 35 closed and the circuit breaker 33 is open, the electrical energy that is the charging connector 37 is supplied via the charging circuit 36 in the battery 34 loaded. When the circuit breaker 35 opened and the circuit breaker 33 is closed, the electrical energy of the battery 34 the electric motor generator 31 over the inverter 32 fed.

The standard vehicle 3A contains a drive control unit 38 , a battery control unit 39 and a charging control unit 41 , The drive control unit 38 controls the inverter 32 and the circuit breaker 33 to the standard vehicle 3A to move in response to a driver's instruction. The battery control unit 39 monitors and controls the battery 34 based on the output of the current sensor 40 who has an electrical current in the battery 34 flows, recorded. The charging control unit 41 has a charging power control function for controlling the charging circuit 36 and the circuit breaker 35 on to allow the battery to work 34 is in a predetermined state of charge when the charging connector 37 with the charge level 4 connected is. The charging control unit 41 is also provided with a controller as part of the driving information management system. The charging control unit 41 of the standard vehicle 3A is provided with the collection process of a standard electric power consumption P7 for collecting the electric power consumption used as a standard. This process P7 measures and records the electrical energy consumption consumed in each of the various segments previously determined on roads.

The standard vehicle 3A is with an in-vehicle communication device 42 for communication with the communication network 7 Mistake. Therefore, represent the communication network 7 , the communication device 21 and the communication device 42 a communication device or equipment between the service center 2 and the vehicle 3 ready. In addition, the standard vehicle 3 equipped with various control units, which are generally mounted in an ordinary vehicle. An in-vehicle navigation control unit 43 provides the driver with a map and route guidance. The navigation control unit 43 serves as a position specifying means or a position information providing section which is a position of the standard vehicle 3A specify. In addition, the navigation control unit provides 43 a route estimation device or a route estimation section for estimating a travel route of the standard vehicle 3A and to provide a route date. The navigation control unit 43 obtains position information from the GPS device 44 which is a part of the position specifying means or the position specifying part.

The standard vehicle 3A includes in-vehicle auxiliary devices that control the electrical energy consumption of the battery 34 influence. The auxiliary devices include, for example, an air conditioner and other in-vehicle electrical loads. The air conditioning control unit 45 controls the air conditioning 46 , The air conditioning control unit 45 controls an operating condition of the air conditioner 46 whereby auxiliary electric power consumption data is provided, which is an electric power consumption of the air conditioner 46 specify. The electrical energy consumption of an electrically driven compressor for a cooling circuit of the air conditioner 46 is included, for example, in the auxiliary electric power consumption data. The body control unit or body control unit 47 controls an in-vehicle load 48 , The body control unit or body control unit 47 controls an operating condition of the load 48 whereby electric auxiliary power consumption data is provided, which is an electrical energy consumption of the load 48 specify. The auxiliary electric power consumption data includes electric power consumption of the various in-vehicle electrically driven devices, such as a lighting device and an electrically driven wiper.

Various control units 38 . 39 . 41 . 42 . 43 . 45 . 47 that in the standard vehicle 3A mounted communicate with each other via an in-vehicle local area network (LAN) 49 ,

4 FIG. 10 is a block diagram showing a configuration of a general vehicle. FIG 3B represents. The vehicle 3B has a similar configuration as the standard vehicle 3A on. Note that the charge control unit 41 various control processes P8 to P11 for the general vehicle 3B contains. The vehicle 3B does not contain the collection process for a standard electrical energy consumption P7. The electric energy consumption estimation process P8 calculates an estimated electricity demand ESPC that is for a vehicle 3B is estimated for driving on an estimated route needed. The estimation process for an electrical energy consumption P8 represents an electricity demand estimator or an electricity demand estimation section. The electricity demand estimator estimates an electricity demand of a future drive on the basis of the information including the standby electric power consumption STPC and the vehicle correction value VCR described below.

The correction value calculation process P9 calculates a correction value that is for the vehicle 3B special to increase an estimation accuracy in the process P8. This vehicle correction value VCR is a value for compensating a difference between the standard vehicle 3A and the vehicle 3B to an electrical energy consumption of the vehicle 3B accurately estimate on the basis of the standard electrical energy consumption STPC. The correction value calculation process P9 provides a vehicle correction value calculation device or a vehicle correction value calculation section. The vehicle correction value calculation means calculates a vehicle correction value VCR corresponding to a vehicle-specific change or a vehicle-specific failure, which is a factor corresponding to the vehicle 3B special or own, results. This vehicle-specific variation is in a difference between a standard electric power consumption and an actual electric power consumption when driving the vehicle 3B is consumed. The variation factors that cause differences in the electric power consumption include a difference between the weights of the vehicles, a difference in the number of occupants, a difference in the in-vehicle devices, a difference in operation by the driver while driving, and a difference of the operating conditions of the in-vehicle auxiliary devices. The above vehicle correction value VCR is a correction value that reflects these variation factors.

The charging expectation value calculation process P10 includes a history data collection device or history data collecting section for accumulating historical data of charging processes for the vehicle 3B and an estimating section or section for estimating a probability of loading the vehicle 3B that is, a load expectation value based on the history data. The history data of the charging process is history data in which the inclination and / or preference of the driver of the vehicle 3B is reflected. The history data may, for example, be a relationship between a residual energy (also referred to as a state of charge (SOC)) of the battery 34 and a frequency of the charging process. In addition, the history data includes a travel time and / or a travel distance of the vehicle 3B between the loading processes. Furthermore, the history data can provide information about charge levels 4 such as types, characteristics and positions of the charging stands 4 in which the charging processes were carried out. The history data is used to calculate a loading probability that the next loading process is to be performed on the time axis and / or the map. The charging expectation value is expressed as a product of an electric power required for charging and a charging probability on the time axis and / or the map. The charge expectation value CHXP calculated by the charge expectation value calculation process P <b> 10 is a value in which the estimated electricity demand ESPC corresponding to the vehicle 3B is required for driving on a valued route is reflected. In addition, the charging expectation value CHXP is a value reflecting the distribution of a charging probability with which the charging process is to be performed on the time axis and / or the map. In other words, the charge expectation value CHXP may also be regarded as information indicating the estimated electricity demand ESPC distributed on the time axis and / or the map. In addition, the charge expectation value CHXP may be an electricity demand for charging the vehicle 3B is required, specify.

The charging speed collecting process P11 collects data regarding a charging speed CHSP of the charge level 4 , the vehicle 3B actually loaded. The charging speed collecting process P11 collects information regarding a charging speed CHSP of another charge level 4 ,

Each of the control units mentioned above is provided with a microcomputer having a CPU and a storage medium read by a computer. The storage medium stores a program that can be read by a computer. The storage medium may be a memory. The program is executed by the control unit to cause the control unit to serve as a device or a portion described in the present application and to execute a control method described in the present application. The device provided by the control unit may also be referred to as a section, device, module or functional block that achieves a predetermined function.

5 is a flow chart that represents an overall process of the charging system 1 represents. The standard vehicle 3A performs a collection process for a standard electrical power consumption P7. The standard electrical energy consumption STPC, that of the standard vehicle 3A is collected will be sent to the service center 2 transfer. The standard electrical energy consumption STPC, that of the standard vehicle 3A is collected in the database in the service center 2 recorded by the configuration process P13. The configuration process P13 forms part of the process for a standard electrical energy consumption P1. The service center 2 calculates a traffic jam correction value TCR corresponding to the traffic congestion state TRFC of a road through the traffic jam correction process P14. The traffic jam correction process P14 forms part of the electricity correction process P2. The service center 2 puts the vehicle 3B the standby electric power consumption STPC and the traffic jam correction value TCR through a transmission process P15.

In the vehicle 3B the process for an auxiliary electric power P16 is carried out. The auxiliary electric power process P16 estimates electric power consumption of auxiliary devices of future travel based on the past electric power consumption of the past-vehicle assist devices 3B and calculates an estimated auxiliary electric power consumption EAPC. The auxiliary electric power process P16 is for obtaining data from the navigation control unit 43 in terms of an estimated route, indicating a route that the vehicle 3B will drive from now on. In addition, the auxiliary electric power process P16 calculates an estimated auxiliary electric power EAPC that is an estimate of an auxiliary electric power consumption estimated based on the estimated route and the past electric power consumption as occurring on the estimated route. The auxiliary power process P16 forms part of the electric power consumption estimation process P8. In addition, in the vehicle 3B the calculation process P9 is executed to calculate a vehicle correction value VCR. After the process P16 and the process P9, the electricity demand estimation process P17 is executed. The electricity demand estimation process P17 is for obtaining data from the navigation control unit 43 in terms of an estimated route indicating a route that the vehicle 3B will drive from now on. The electricity demand estimation process P17 obtains the standby electric power consumption STPC of the estimated route from the data received from the service center 2 be transmitted. In addition, the electricity demand estimation process P17 calculates an estimated electricity demand ESPC that is for a vehicle 3B is estimated to travel on an estimated route, based on the estimated route, the standard electric power consumption STPC, the traffic jam correction value TCR, the vehicle correction value VCR and the estimated auxiliary electric power EAPC. In addition, in the vehicle 3B the charge expectation value calculation process P10 is executed. The expected charging value CHXP of a single vehicle 3B will be sent to the service center 2 transfer.

Furthermore, in the service center 2 the load expect value sum process P3 is executed. The charge expectation sum process P3 sums the charge expectation values CHXP of the various vehicles 3 on. The expected charging value CHXP of a single vehicle 3B gives an electricity demand or demand of the individual vehicle 3B at. The various charging expectation values CHXP are summed up to thereby obtain a basic electricity transfer PCSD1 which receives an electricity request for charging the various vehicles 3B in the power distribution network 5 indicates. The base electricity transfer PCSD1 indicates at least a distribution of the electricity demand over the time. In addition, the base electricity transfer PCSD1 may indicate a distribution of the electricity demand on a map.

Parallel to or subsequent to the above process, the service center performs 2 a charge reservation process P5. In the charging reservation process P5 becomes a special charge level 4A from the various cargoes 4 and information regarding the selected charge level 4A to the vehicle 3B transfer. In the vehicle 3B becomes the selected charge level 4A displayed in a navigation device, etc., and the charging process in the state of charge 4A will be for the driver of the vehicle 3B reserved. The reservation process can be done by the service center 2 be executed. The process of the special charge level 4A can be performed based on the load expectation CHXP. For example, one or more candidates will be calculated based on the charge expectation value CHXP of the charge levels 4 that are located on the estimated route and / or the charge level 4 selected near the estimated route. The charge expectation value CHXP indicates a charge time zone in which the execution of the load is expected. For example, the charge level 4A can be selected when the charge time zone indicated by its charge expectation value CHXP can be reserved. In addition, the charge expectation value CHXP indicates a charge time zone in which the execution of the charge is expected and / or a drive position at which the execution of the charge is expected. For example, the charge level 4A can be selected based on the charge time zone or the drive position if it can be reserved or available. In addition, a charge level 4A that matches a driver's preference, or a charge level 4A , of the offers an economic advantage for the ride, based on the history data stored in the vehicle 3B be collected. In addition, the planned arrival time of a vehicle 3B and the charging speeds CHSP of the charging stands 4 be considered to be a suitable charge level 4A which has a sufficient charging speed CHSP to enable starting the charging at the planned arrival time of the vehicle B at the latest.

In response to the charging reservation process P5, the charging process P12 in the vehicle becomes 3B executed. The driver of the vehicle 3B leads, for example, the charging process P12 to the charging station 4A from the service center 2 is proposed. In the charging process P12, the connector of the charge level becomes 4A with the charging connector 37 of the vehicle 3B connected. There will be a charging of the battery 34 executed. During the charging process P12, a charging speed collecting process P11 is executed. The information regarding the charge level 4A that contain the charging speed CHSP are collected by the charging speed collecting process P11 and sent to the service center 2 transfer.

In the service center 2 a charging information collecting process P18 which collects the information regarding the charge status is executed. The information regarding the charge level 4 that are collected by the charging information collecting process P18 are used for the charging reservation process P5. In addition, the charging speed CHSP accumulated by the charging information collection process P18 is used for the electricity transfer correction process P19. In the electricity transfer correction process P19, the basic electricity transfer PCSD1 obtained from the charge expectation sum process P3 is changed on the basis of the charge speed CHSP to thereby obtain a changed electricity transfer PCSD2. The maximum electricity, the special charge level 4 is proportional to the charging speed CHSP of the special charge level 4 , Therefore, the electricity, the special charge level 4 is fed, depending on its charging speed CHSP be limited. Thus, in the electricity transfer correction process P19, the electricity demand indicated by the basic electricity transfer PCSD1 is distributed in accordance with the charge rates CHSP. In detail, the electricity transfer correction process P19 (i) includes a device or a portion that has the base electricity transfer PCSD1 different charge levels 4 and (ii) a device or section for distributing the electricity, which is a special charge level 4A is assigned on the time axis on the basis of the charging speed CHSP of the special charge level 4A , Thereby, the changed electricity transfer PCSD2 can be obtained to meet an electricity demand, in which the assets of each charge state 4 reflects. In the service center 2 The transmission process P20 transmits the base electricity transfer PCSD1 and the changed electricity transfer PCSD2 to the power control center 6 , Hereinafter, the base electricity transfer PCSD1 and the changed electricity transfer PCSD2 are collectively referred to as the electricity transfer PCSD.

The energy control center 6 executes a power control process P21 based on the electricity transfer PCSD. The energy control process P21 includes a process of allocating resources in the power distribution network 5 on the basis of the electricity transfer PCSD. The power control process P21, for example, adjusts the output generated by the electric power plant so that it can respond to the electricity demand that the electricity transfer PCSD indicates. In addition, the power control process P21 may include a process that includes (i) powering various areas in the power distribution grid 5 or (ii) an assignment of transmission equipment. In addition, the energy control process includes a process that involves installation of equipment in the power distribution network 5 plans.

6 Fig. 10 is a block diagram explaining a process for collecting the standby electric power consumption STPC. A standard vehicle 3A drives on the segments SA, SB. The communication network 7 has different stations 7A . 7B and 7C on roads (also known as road stations). The road stations 7A . 7B and 7C are installed at traffic lights at intersections, for example. A special road station has a communication area CR corresponding to an intersection.

The standard vehicle 3A includes a segment determination section or a segment determination section for determining segments SA, SB, a measuring device or a measurement section for measuring the own electrical energy consumption in each segment, a computing device or a computing section for calculating a standard electrical energy consumption STPC and a transmission device or a transmission section for transmitting the electrical Standard energy consumption STPC to the service center 2 , The service center 2 includes a receiving device or a receiving section for receiving the standard electrical power consumption STPC from the standard vehicle 3A , If the standard vehicle 3A for example, on the segments SA and SB, it transmits the standby electric energy consumption STPC in the segment SA and the standby electric energy consumption STPC in the segment SB. In contrast, the service center 2 a collecting device or collecting section for storing and collecting the standby electric energy consumption STPC using the standard electric power consumption process P1 and the database 23A ready.

7 is a flowchart that is a collection process 60 for a basic electrical energy consumption in the standard vehicle 3A to collect the standard electrical energy consumption STPC represents. It should also be noted that a flowchart or flowchart of the flowchart in the present application includes sections (also referred to as steps), for example, steps 61 be represented. In addition, each section may be divided into different subsections, while different sections may be combined into a single section. Furthermore, each of these sections may be referred to as a device, a device, a module or a processor, and may be implemented not only by a software section in combination with a hardware device but also by a hardware section. Furthermore, the software portion may be included in a software program contained in a non-transitory computer-readable storage medium as a program product. In step 61 a pre-drive process is executed. In step 62 are different segment IDs (SCIDs) (identifier) and different intersection IDs (CRIDs) (identifiers) for identifying segments and intersections on which the vehicle 3A according to a timetable, determined. In step 63 An initial residual energy SOCi is measured, which indicates a residual energy SOC before driving.

The following process takes place when the standard vehicle 3A drives and arrives at a predetermined intersection. In step 64 an intersection ID is received from a roadside station. In step 65 a center of the intersection is determined to determine if the subject vehicle is passing the center. The center of the intersection is used as a reference point indicating both ends of a segment. The center of the intersection is determined on the basis of the position information of the subject vehicle by the navigation control unit 43 or determined based on an image recognition process. For example, a distance between the subject vehicle and the center of the intersection is calculated. When the subject vehicle has driven the calculated distance, it is determined that the vehicle has reached the center of the intersection. In addition, each of the roadside stations 7A . 7B and 7C determine the center of the intersection based on the communication area CR. The center of the intersection does not have to be an exact center of a street. Since the center of the intersection is used as a reference point for determining the passing of the intersection, it can be replaced with one of several points that can be recognized by the vehicle. If the standard vehicle 3A When the center of the intersection passes, the processing proceeds to the section 66 ,

In step 66 the measurement of electrical energy consumption SPC (i) of a new segment (also referred to as electrical energy consumption of a segment) is started. This will cause the electric current of the battery 34 measured and recorded. The electric current of the battery 34 will be according to the required torque of the motor generator 31 changed. Also, if the speed of the standard vehicle 3A is reduced, the motor-generator 31 used by a regenerative control as an electric generator. Therefore, the electric power becomes the time of delay of the battery 34 fed, bringing the battery 34 is loaded. The current sensor 40 detects a direction and a magnitude of the electric current. In step 67 becomes the condition of the battery 34 such as a time and voltage of the battery 34 recorded at the time of the beginning of the new segment.

In step 68 it is determined if there is a previous segment. If the current segment is the first segment, the segment counter i is incremented (increased). The processing returns to the step 64 back. This will record the battery condition in step 66 continued. If after that the standard vehicle 3A arrives at a next intersection, the processing of the step 64 until the step 67 run again. Thereby, the measurement process of the electric power consumption SPC (i) of the next segment is started. In contrast, a re-passing of the step 65 the end of the previous segment. In step 68 it is determined if there is a previous segment. Then the processing proceeds to the step 69 ,

In step 69 the measurement of the electrical energy consumption SPC (i-1) of the previous segment is ended. Thereby, the measurement of the electric current of the previous segment is terminated. In step 70 becomes the condition of the battery 34 such as a time and voltage of the battery 34 at the time of End of the previous segment recorded. In step 71 the electrical energy consumption SPC (i-1) of the previous segment is calculated and recorded. The electrical energy consumption SPC (i-1) is calculated on the basis of an average of the electrical currents generated while driving on the segment in the battery 34 flow, calculated. The electric power consumption SPC (i-1) is calculated based on an average value of the battery voltage at the time of the measurement start and the battery voltage at the time of the end of the measurement. The electric power consumption SPC (i-1) is calculated based on an expression SPC (i-1) = average current x average voltage x segment traveling time. A reference point of each segment may correspond to a fixed time interval. The electrical energy consumption can be calculated, for example, at fixed time intervals. In addition, the electrical energy consumption is calculated at fixed time intervals until arrival at an intersection. Then these can be summed up. Such a technique operates on a trunk road having a long-distance segment. On a main road, there may be a case where the electric power consumption becomes large while the change of the battery voltage is not linear. Therefore, the above technique is effective for improving a calculation accuracy of the electric power consumption.

In step 72 it is determined whether the travel on the planned segment has ended. When the travel is continued, the processing returns to the step 64 back. By repeatedly executing the processing of the step 64 until the step 72 The electrical energy consumption of various segments is measured and recorded. When all scheduled segments have passed, processing proceeds to step 73 ,

In step 73 a follow-up process is performed. In the after-drive process 73 For example, in order to suppress a variation or an error, the electric power consumption in each segment is corrected on the basis of a total electric power consumption CPC which is an electric power consumption over all the segments, thereby obtaining a standby electric power consumption STPC of each segment.

In step 74 a final residual energy SOCe is measured, which indicates a residual energy SOC after the drive. In step 75 For example, the total electric power consumption CPC (Wh) is calculated on the basis of the initial residual energy SOCi and the final residual energy SOCe. The total electrical energy consumption CPC (also referred to as residual energy balance) may be calculated based on a difference between the initial residual energy SOCi and the final residual energy SOCe. In step 76 For example, a total electrical energy consumption TPC (Wh) is calculated by summing the electrical energy consumptions SPC (i) of different segments. The total electrical energy consumption TPC is calculated as Σ SPC (i).

In step 77 For example, a segment correction value for each segment is calculated based on the electrical energy consumption SPC (i) of each segment, the total electrical energy consumption CPC, and the total electrical energy consumption TPC. The processing in step 77 includes three sections: (i) a section for calculating an electric power consumption ratio (%) of a segment by dividing an electric power consumption SPC (i) of each segment by the total electric power consumption TPC; (ii) a section for calculating a difference in electricity between the total electric power consumption CPC and the total electric power consumption TPC; and (iii) a segment for calculating a segment correction value SCR (i) by multiplying the electricity difference by the electric power consumption ratio for the segment. That is, the above is expressed as follows: Segment correction value SCR (i) = (CPC-TPC) × SPC (i) / TPC.

In step 78 For example, a determination process for determining a standby electric power consumption STPC is performed. In step 78 the electric power consumption SPC (i) of each segment is corrected by using the segment correction value SCR (i) to obtain the standby electric power consumption STPC (i) of each segment. The standard electric power consumption STPC is calculated by, for example, STPC (i) = SPC (i) + SCR (i). The standard vehicle 3A drives on the various segments of roads to complete the processing of the step 61 until the step 78 whereby a measuring device or a measuring section for measuring the electrical energy consumption in these segments is provided.

In step 79 becomes the certain standard electric power consumption STPC (i) to the service center 2 transfer. Therefore, the communication device or the communication section is provided to the electrical energy consumption in the standard vehicle 3A is measured to the service center 2 transferred to.

In contrast, in the service center 2 the standard electrical power consumption STPC (i) is received and stored in the database 23A recorded. That is, the database 23A stores, as a standard electric power consumption, electric power consumption in the standard vehicle 3A measured and from the standard vehicle 3A is obtained.

8th FIG. 10 is a block diagram for explaining a process of calculating a vehicle correction value VCR. A general vehicle 3B drives on the segments SA, SB.

The service center 2 includes a transmission device or a transmission section for transmitting the electric standby power consumption STPC to the vehicle 3B , The vehicle 3B includes a segment determination device or a segment determination section for determining segments SA, SB on which the vehicle is mounted 3B itself travels, a measuring device or a measuring section for measuring the own actual electrical energy consumption CPC in each segment, a receiving device or a receiving section for receiving a standard electrical energy consumption STPC each segment, and a computing means or a computing section for calculating a vehicle correction value VCR based at least actual electrical energy consumption CPC and standard electrical energy consumption STPC. For example, if the vehicle 3B drives on the segments SA and SB transmits the service center 2 the standard electrical energy consumption STPC (SA) in the segment SA and the standard electrical energy consumption STPC (SB) in the segment SB. In contrast, the vehicle receives 3B Standard electrical energy consumption STPC (SA) and standard electrical energy consumption STPC (SB). The vehicle 3B contains a collecting device or a collecting section for storing the received standard electrical energy consumption STPC.

9 is a flowchart illustrating a data delivery process 90 from the service center 2 for different vehicles 3 is executed, represents. 9 represents part of the process for a standard electrical energy consumption P1. In step 91 For example, a traffic jam condition TRFC of each segment is received from an existing traffic control system. The received traffic congestion state includes, for example, an annual average vehicle speed VSMY and a current vehicle speed VSPT for the one segment. In step 92 A traffic jam correction value TCR of each segment is calculated and stored in the database 23B recorded as a traffic jam condition TRFC. To calculate the traffic jam correction value TCR, the service center stores 2 Data showing a relationship between (i) electrical energy consumption arising during the journey of the standard vehicle 3A and (ii) indicates a vehicle speed. With respect to the data, electric power consumption based on the vehicle speed can be obtained. In step 92 The traffic jam correction value TCR of each segment is calculated based on the data of the vehicle speed of each segment. First, an electric power consumption is calculated at the current vehicle speed VSPT. Subsequently, an electrical energy consumption is calculated at the average vehicle speed VSMY. For example, the traffic jam correction value TCR (%) may be calculated by the expression TCR = (SPC (VSPT)) / (SPC (VAMY)) × 100.

In step 93 is the traffic jam correction value TCR to the vehicle 3B transfer. A sequence of processings from the step 91 until the step 93 provides a traffic jam correction value calculating device or a traffic jam correction value calculating section. The traffic jam correction value calculating means calculates a traffic jam correction value TCR corresponding to a traffic congestion state of each segment on roads.

In step 94 becomes the standard electric power consumption STPC to the vehicle 3B transfer. The step 94 represents a communication device or a communication section for transmitting the standby electric power consumption STPC from the service center 2 to the vehicle 3B ready. The transmission processing in step 93 and step 94 can according to a request from the vehicle 3B be executed. For example, the traffic jam correction value TCR of the segment and the standby electric power consumption STPC may only be applied to the segment provided by the vehicle 3B is requested to be transmitted. The traffic jam correction values TCR and the standby electric energy consumption STPC with respect to all the segments may be transmitted at fixed time intervals or when a predetermined renewal occurs.

10 is a flowchart that is a process 100 in the vehicle 3B for calculating a vehicle correction value VCR. 10 indicates a calculation process P9 for calculating a vehicle correction value VCR. In step 101 a pre-drive process is executed. In step 102 For example, a measuring process and a recording process of auxiliary electric power consumption APC of the auxiliary devices are started. In step 102 indicates the charging control unit 41 through the network 49 other control units 45 . 47 to record an electrical energy consumption. Such recording of the electric power consumption of the auxiliary devices is commanded to the control units which control a relatively large load. In the present embodiment, the Instructions or commands to the A / C control unit 45 and the body control unit 47 output. When the instructions are received, the controllers start 45 . 47 the measurement and recording of the electrical energy consumption and continue this until they receive instructions for stopping them. In step 103 An initial residual energy SOCi is measured, which indicates a residual energy SOC before driving.

The following process takes place when the vehicle 3B drives and arrives at a predetermined intersection. In step 104 an intersection ID is received from a roadside station. In step 105 becomes a driving segment on which the vehicle 3B drives, determined. In step 106 becomes a standby electric power consumption STPC for the particular drive segment from the service center 2 receive. In step 107 becomes a traffic jam correction value TCR of the drive segment from the service center 2 receive. In step 108 For example, a total electric energy consumption TPC is calculated according to the expression TPC = Σ (STPC × TCR). Thus, a correction is made based on the road traffic condition of the segment on roads by multiplying the electric standby power consumption of the segment by the traffic jam correction value TCR of the segment.

In step 109 will determine if the ride of the vehicle 3B finished. The end of travel may be determined, for example, based on the operation of the parking brake, the operation of the shift lever in the parking position (P position) or an operation of the key switch in the OFF state (off). When the travel is continued, the processing returns to the step 104 back. By repeatedly executing the processing of the step 104 until the step 108 Standard electrical energy consumption STPC of various segments is added up. After the vehicle 3B the process has finished, the processing proceeds to the step 110 ,

In step 110 a follow-up process is performed. In the after-drive process 110 will be a correction value for the vehicle 3B is specific, in order to reduce a variation or a failure of the electrical energy consumption. In step 111 a final residual energy SOCe is measured, which indicates a residual energy SOC after the drive. In step 112 For example, the total electric power consumption CPC (Wh) is calculated on the basis of the initial residual energy SOCi and the final residual energy SOCe. The total electrical energy consumption CPC (also referred to as residual energy balance) may be calculated based on a difference between the initial residual energy SOCi and the final residual energy SOCe. The total electrical energy consumption CPC is equivalent to an actual electrical energy consumption when the vehicle 3B driving on a predetermined segment. The step 112 provides a measuring device or section for measuring actual electrical energy consumption.

In step 113 the measurement of the electrical energy consumption of the auxiliary devices described in step 102 is started, stopped, and an actual auxiliary electric power consumption APC of the auxiliary devices is calculated. The electrical energy consumption generated by the air conditioning control unit 45 to the charging control unit 41 is transferred, and the electrical energy consumption of the body control unit 47 to the charging control unit 41 are transferred are summed, whereby the actual auxiliary electric power consumption APC of the auxiliary devices is obtained. As stated above, the electrical power consumption of the auxiliary devices operating in the vehicle 3B are mounted, referred to as auxiliary electrical energy consumption. The step 113 provides a measuring device or section for auxiliary electric power consumption for measuring auxiliary electric power consumption when the vehicle is running on a predetermined segment.

In step 114 becomes a vehicle correction value VCR for the vehicle 3B is calculated based on the total electric power consumption CPC, the total electric power consumption TPC, and the auxiliary electric power consumption APC. The step 114 That is, a portion for subtracting the total electric power consumption TPC for the driven segments from the total electric consumption CPC to obtain an electric power consumption difference, and a section for subtracting the actual auxiliary electric power consumption APC of the auxiliary devices from the electric power consumption difference by a variation or an error to receive included. The electrical energy consumption difference between the standard vehicle 3A and the vehicle 3B contains a difference of a stable property of the vehicles 3A . 3B , a difference of a driver characteristic and a difference of the operating conditions of the auxiliary devices. Therefore, the variation for the vehicle 3B is special, similar to the difference of a stable property in the vehicles 3A . 3B and the difference of a driver characteristic can be obtained by subtracting the actual electric power consumption APC of the auxiliary devices from the electric power consumption difference. In this case, the vehicle correction value VCR is obtained by the expression VCR = (CPC-TPC-APC) / TPC. That is, the vehicle correction value VCR is expressed as a coefficient with respect to is given total electric power consumption TPC obtained by correcting the standby electric power consumption STPC with the traffic jam correction value TCR.

In addition, in step 115 the vehicle correction value VCR in the vehicle 3B recorded. As a result, an adjustment means or setting section for setting a vehicle correction value by the step 114 and the step 115 provided. The setting means sets a vehicle correction value VCR based on a standby electric power consumption STPC (TPC), a total electric power consumption CPC, and an auxiliary electric power consumption APC when the vehicle 3B driving on a predetermined segment.

Thus, the vehicle correction value VCR corresponding to the vehicle 3B is special in the vehicle 3B calculated and in the vehicle 3B recorded. Thereby, the vehicle correction value VCR indicative of the configuration, the usage condition, and the inclination of the driver's operation with respect to the vehicle 3B reflected, received. In addition, the calculation process of the vehicle correction value VCR can be applied to each of various vehicles 3 be decentralized.

11 FIG. 12 is a block diagram explaining a process regarding a charge expectation value CHXP. Here the vehicle drives 3B from a starting position 8A to a destination 8B , The vehicle 3B starts the journey from a starting position 8A , receives a charge at a charge stand 4A and then comes to a destination 8B at. In this case, a load expectation value CHXP is sent to the service center 2 over a roadside station 7A at or near the starting position 8A transfer. In addition, before the arrival at the loading booth 4A a process of loading reservation via the roadside station 7B executed.

The vehicle 3A includes a charging history information collecting device or a charging history information collecting section for collecting history information regarding the charging process, and a charging information collecting device or a charging information collecting section for collecting information regarding the charge state 4 indicating the charging speed of the charge 4 contain.

In addition, the vehicle contains 3B a segment expectation device or a segment awaiting section for waiting for segments on a route to be traveled from now on, receiving means or receiving section for receiving a standard electric energy consumption of each segment, an electricity estimating means or an electricity estimating section for obtaining at least an estimated electricity demand ESPS, ESPC on the basis electric power consumption STPC, a charging expectation value calculating means CHXP, or an electricity demand receiving unit for obtaining at least a part of the estimated electricity demand ESPS, ESPC by the charging from the power distribution network 5 and a transmission means or transmission section for transmitting this charge expectation value CHXP.

In contrast, the service center contains 2 a transmission device or a transmission section for transmitting the electric standby power consumption STPC to the vehicle 3B , In addition, the service center contains 2 means or section for calculating the electricity transfer PCSD indicating an electricity demand based on the charge expectation value CHXP and means or section for transferring the electricity transfer PCSD to the power control center 6 , The energy control center 6 includes means or section for controlling the supply of electrical energy to the power distribution network 5 according to the electricity transfer PCSD.

12 is a flowchart that is a process 120 in the vehicle 3B when loading for the vehicle 3B is performed. 12 FIG. 12 shows the charging speed collecting process P11 and a part of the charging expectation value calculating process P10. In step 121 becomes the connection of the charging connector 37 , which indicates a start of a charging process detected.

In step 122 becomes a process of history information of the charging process of the vehicle 3B collects, executed. The history information is given by a residual energy SOCc of the battery 34 at a time when loading the vehicle 3B is started, specified. In detail, a frequency of the charging start in the residual energy SOC is collected as history information. In other words, the residual energy SOC at the time of starting the charging is recorded as history information. This information gives a probability of charging start at the residual energy SOC of the battery 34 at. Therefore, this information may also be referred to as loading probability. That is, the information indicates an inclination of the charging action as to whether the driver is charging for the vehicle 3B Most determined in conjunction with a residual energy SOC. In other words, the information indicates which residual energy SOC most often causes the driver to determine the start of the charging process. The step 122 provides a charging probability calculating means or a charging probability calculating section for calculating a charging probability CHPB indicating a probability with which the charging process of the battery 34 is running, ready. This device calculates the charging probability CHPB based on the frequency of occurrence (that is, the number of repetitions) of a residual energy SOC of the battery 34 at the time the loading process is started.

In step 123 A charge residual energy SOCc is measured, which indicates a residual energy SOC at the time of the charging start. In step 124 the data of the charging probability CHPB are renewed. The loading probability CHPB is stored in a database in the vehicle 3 recorded.

13 shows a graph showing an example of the CHPB loading probability by the process 120 sums up, indicates. The charging probability CHPB may be expressed as an occurrence frequency distribution of the charging process over the residual energy SOC. By repeating the loading of the vehicle 3B For example, the occurrence frequency distribution over the residual energy SOC may reflect the inclination of the driver. The loading probability CHPB is given by a sum of 100%. The charging probability CHPB indicates a probability (%) with which charging is carried out at an optional residual energy SOC. A charging probability threshold CHth is set from the data of the charging probability CHPB. The charging probability threshold CHth is indicated by a residual energy SOC at which the frequency of the charging process is equal to or greater than a predetermined number of times. In 13 For example, the residual energy SOC = 50% is referred to as the charge probability threshold CHth. An initial value of the charging probability threshold CHth may be determined as a predetermined value such as 40%. In addition, the charging probability threshold CHth may be a fixed value.

According to 12 will be in step 125 carried out a charging process. This will cause the battery 34 loaded.

In step 126 a process is performed that contains information regarding the state of charge 4 collects. The step 126 provides a measuring device or measuring section for measuring a charging speed when charging from the charging stand 4 for the battery 34 is running, ready. In step 127 Become information that is the charge level 4A identify, collected and recorded. The charge level 4A For example, using an identification code that indicates the charge level 4A identified, a position on a map of the cargo stand 4A , or a segment ID (SCID) of a segment where the charge state is 4A is arranged to be identified.

In step 128 a final residual energy SOCf indicating a residual energy SOC at the time of end of charge is measured. In step 129 An actual charging power ACPW (Wh) is calculated on the basis of the charge residual current SOCc and the final remaining power SOCf. The actual charging power ACPW is calculated by the expression ACPW = TBPW × (SOCf-SOCc) / 100, where TBPW (Wh) is the total electrical energy of the battery 34 is defined. The total electrical energy TBPW is calculated by the term TBPW = battery capacity (Ah) × voltage (V). In addition, the vehicle can 3 the charging energy of the charge level 4A to be provided. In step 130 the charging speed CHSP is calculated. The charging speed CHSP may be based on a duration necessary for the charging process 125 is needed, and a charging energy in step 129 is calculated, received or calculated. In step 131 Be the information that is the state of charge 4A specify, and the charging speed CHSP to the service center 2 transfer.

The service center 2 receives the information that indicates the charge level 4A and specify the load speed CHSP, and record them in the database 23D on. In the service center 2 become old information regarding the state of charge 4 deleted and recorded new information. If new information regarding a special charge level 4 is not obtained for a predetermined period of time, the special charge level 4 determined to be discontinued or closed. This will provide the information regarding the particular charge level 4 deleted.

14 is a flowchart that is a process 140 in the vehicle 3B to estimate an electricity demand for the trip from the starting point 8A to the destination 8B is required indicates. 14 represents a part of the electric power consumption estimation process P8. When the electric power consumption estimation process P8 is executed, the service center performs 2 the data delivery process 90 who in 9 is specified, off.

In step 141 a process is executed that has a start position 8A and a goal 8B using the navigation controller 43 designated. The goal (start) 8A may be detected by, for example, a current position detecting section included in the navigation control unit 43 is intended to be determined. Besides, the goal may be 8B by an operation of an occupant of the vehicle 3B be determined. Furthermore, the goal can be 8B based on a driving history or a running time of the vehicle 3B to be appreciated. In step 142 becomes a route from the starting position 8A to the destination 8B from the navigation control unit 43 designated or determined. In step 143 becomes a segment that the vehicle 3B will happen, based on the route that is in step 142 is determined, identified. This will identify different segments.

In step 144 each standard electrical energy consumption STPC (i) each of the segments in step 143 be identified by the service center 2 receive. The standard electrical power consumption STPC (i) is at the starting position 8A or immediately after driving off the communication network 7 receive. In step 145 Each traffic jam correction value TCR (i) of each of the segments determined in step 143 be identified by the service center 2 receive.

In step 146 each estimated auxiliary electric power consumption EAPC (i) of each of the segments determined in step 143 be identified. The estimated auxiliary electric power consumption EAPC (i) may be determined on the basis of the actual auxiliary electric power consumption APC of the auxiliary devices determined in step 113 will be calculated. The estimated auxiliary electric power consumption EAPC (i) may be for the charging control unit 41 from the control units 45 and 47 which control, provide and total the auxiliary devices. In addition, an electrical energy consumption map for each auxiliary device in the charging control unit 41 and each estimated auxiliary electric power consumption EAPC (i) may be calculated based on operating information of each auxiliary device. An estimated auxiliary electric power consumption EAPC (i) of the air conditioner 46 is obtained, for example, on the basis of information indicating a season. An estimated auxiliary electric power consumption EAPC (i) of a load 48 such as a lighting system is obtained, for example, on the basis of information indicating a time. The step 146 provides an auxiliary electric power consumption estimator or an auxiliary electric power consumption estimating section for estimating an estimated auxiliary electric power consumption EAPC of the auxiliary devices for future travel.

In step 147 An estimated electricity demand ESPS (i) is calculated by estimating an estimated electricity demand in each segment. The estimated electricity demand ESPS (i) of each segment can be obtained, for example, by the expression ESPS (i) = STPC (i) × TCR (i) × VCR + EAPC (i). A difference resulting from the traffic jam condition is compensated in the estimated electricity demand ESPS (i) of each segment. There will also be a difference, which is a factor for the vehicle 3B is specific, resulting in the estimated electricity demand ESPS (i) of each segment compensated. Furthermore, a difference resulting from the electric power consumption of the auxiliary devices in each segment is compensated in the estimated electricity demand ESPS (i) of each segment.

In step 148 becomes the estimated electricity demand ESPC of all segments from the starting position 8A to the finish 8B calculated. The estimated electricity demand ESPC of all segments can for example be calculated by the expression ESPC = Σ ESPS (i). In step 149 are the estimated electricity demand ESPS (i) for each segment and the estimated electricity demand ESPC for all segments in the database of the vehicle 3B recorded.

15 is a flowchart that is a process 150 in the vehicle 3B for calculating a charge expectation value CHXP. 15 represents a portion of the load expectation value calculation process P10. In step 151 the estimated electricity demand ESPS (i) and the estimated electricity demand ESPC are read out. In step 152 becomes a deterioration state of the battery 34 detected. The deterioration condition of the battery 34 can be based on a charging and discharging capacity of the battery 34 be recorded. The detected deterioration state gives a speed of decreasing the residual energy SOC of the battery 34 at. In step 153 a transition (change, course, change) of the residual energy SOC is estimated. The processing in step 153 estimates a transition of the residual energy SOC while driving the vehicle 3B from the starting position 8A to the destination 8B , The processing in step 153 can by subtracting the estimated electricity demand ESPS (i) of each segment in the order of the residual energy SOC at the start position 8A be calculated from. In step 153 becomes the deterioration state of the battery 34 considered. That is, the reduction of the residual energy SOC of the battery 34 becomes larger when the deterioration state of the battery 34 progresses. For example, when the same estimated electricity demand ESPS (i) is supplied, the reduction of the residual energy SOC of the battery is 34 whose deterioration state is more advanced than that of the battery 34 whose deterioration state has progressed less. Then, the transition of the residual energy SOC becomes based on the estimated electricity demand ESPS (i) of each segment and the deteriorated state of the battery 34 estimated.

In step 154 a charge expectation segment CHSC is estimated. The charge expectation segment CHSC is estimated on the basis of the charge probability CHPB indicating the history of the charging process and the transition of the residual energy SOC.

16 is a diagram showing a relationship between a drive of the vehicle 3B and a charging expectation segment, wherein charging the vehicle 3B is expected explained. If the vehicle 3B from the starting position 8A to the destination 8B and the residual energy SOC becomes less than the charging likelihood threshold CHth, it can be determined that the driver is likely to be the vehicle 3B invites. Therefore, the charge expectation segment CHSC may be between (i) a position where the residual energy SOC becomes smaller than the charge probability threshold CHth, and (ii) the target 8B be determined.

17 FIG. 14 is a diagram showing an example of a relationship between a residual energy SOC of the battery 34 and a load expectation segment CHSC. The residual energy SOC gradually decreases when the vehicle 3B moves. This reduction corresponds to the estimated electricity demand ESPS (i) of the segment. A gradual transition of the residual energy SOC is estimated based on the estimated electricity demand ESPS (i) of each segment as the vehicle departs various segments, as shown in FIG 17 is shown. In step 153 is the transition of the residual energy SOC as in 17 shown estimated. The charging expectation segment CHSC starts at a running distance Dth1 at which the residual energy SOC becomes smaller than the charging probability threshold CHth.

18 Fig. 12 is a diagram showing another example of a relationship between a residual energy SOC of the battery 34 and a load expectation segment CHSC. The deterioration of the battery progresses 18 further away than that of the battery in 17 , The reduction of the residual energy SOC in 18 is faster than reducing the residual energy SOC in 17 , Therefore, the load expectation segment CHSC becomes 18 closer to the starting position 8A (ie for a shorter distance from the starting position 8A from) as the load expectation segment CHSC in 17 certainly. The load expectation segment CHSC starts, for example, in 18 at a distance Dth2. In step 153 The deterioration state of the battery is reflected in the process of estimating a transition of the residual energy SOC. That is, the transition of the residual energy SOC is estimated such that as the deterioration of the battery progresses faster, the residual energy SOC decreases more rapidly. As a result, the charge expectation segment CHSC can be determined according to the deterioration state of the battery.

According to 15 will be in step 155 the charging power CHPW is estimated in the charging expectancy segment CHSC. In this case, a charging power CHPW (i) is estimated in each of the various segments within the charging expectation segment CHSC. The charging power CHPW can be obtained from the residual energy SOC in the charging expectation segment CHSC. The charging power CHPW is estimated, for example, to the battery 34 restore to a predetermined setpoint. The setpoint can be based on the load history in the past of the vehicle 3B be determined. In addition, the setpoint can be determined to drive up to the destination 8B to enable. Furthermore, the target value can be determined as a fixed value of, for example, 80%. Furthermore, the charging power CHPW, which is needed to get an estimated electricity demand ESPC, to drive to the destination 8B needed to be appreciated. The step 155 provides a charging energy estimating means or a charging power estimating portion for estimating a charging power CHPW for the battery 34 ready.

In 17 is a charging energy CHPW, which is used to return a residual energy SOC of the battery 34 At about 80% is needed, estimated when the vehicle 3B at the charge level 4A after the route Dth3 arrives, and loaded. The residual energy SOC decreases when the vehicle 3B drives longer. Thus, the estimated charging power CHPW increases when the vehicle 3B drives longer. If the vehicle 3B is loaded after driving (at) the distance Dth3, then changes the residual energy SOC, as indicated by the dashed line in 17 is shown.

According to 15 will be in step 156 a charge expectation value CHXP in each of the various segments belonging to the charge expectation segment CHXP is calculated. The charge expectation value CHXP may be calculated based on CHXP (i) = CHPW (i) x CHPB (i). The charging expectation value CHXP may be regarded as a value obtained by distributing the estimated charging energy, that is, the electricity, the vehicle 3B required, obtained on a timeline and / or a map in the load expectation segment CHSC. In addition, the charging power CHPW is distributed while weighted with a charging probability CHPB as a weight index. The step 156 represents a charge expectation value calculating means or a charge expectation value calculating portion for calculating a charge expectation value CHXP in which the charge power CHPW on the time axis and / or the map based on Charge probability CHPB is distributed, ready. In step 157 the load expectation value CHXP is sent to the service center 2 transfer.

19 FIG. 13 is a diagram illustrating an example of a charging expectation value in a single vehicle. FIG. A start time of the process 150 is defined as zero (0). The residual energy SOC gradually decreases as time progresses. The charge probability CHPB provides almost a normal distribution with a peak at a residual energy of 15%. As time progresses, the vehicle drives 3B further. The segment in which the vehicle is located is changed in an order. The load expectation segment CHSC starts at segment A in the example of FIG 19 , A charging power CHPW is expected in each of various segments from the segment A to the segment E. The charge expectation value CHXP is determined in each of the various segments from the segment A to the segment E. In the example, the charge expectation value CHXP indicates a distribution of the electricity demand on the time axis.

20 FIG. 10 is a flowchart illustrating a process related to a charge expectation value CHXP in the service center 2 represents. In step 171 becomes the charge expectation value CHXP from the vehicle 3B receive. In step 172 becomes the reservation process of the charge 4 executed. In step 173 becomes the charge level 4 that can be used, assigned based on the expected load value CHXP. In step 174 becomes the charge level 4 that can be used to the driver of the vehicle 3B proposed. The step 172 provides an information providing device or an information providing section for providing information regarding the charging process of the battery 34 based on the expected charging value CHXP of a single vehicle 3B ready. This facility provides information regarding the charge level. A charge level 4A and a route to the charging stand 4A be from the service center 2 proposed and in the vehicle 3B displayed. The driver reserves the use of the charge 4A via a mobile phone held by the driver, an in-vehicle communication terminal or the service center 2 ,

The charge level 4 in step 174 is proposed based on the charge expectation value CHXP of the vehicle 3B certainly. Therefore, the charge level 4 in accordance with a time and / or position, at or at the probability of the driver of the vehicle 3B the vehicle 3B wishes to load is high, be proposed. In other words, it is avoidable that the charge level 4 that corresponds to the time and / or position at or at the driver of the vehicle 3B the charging process in the past driving history has hardly performed, is proposed.

In step 175 The PCSD will be based on various CHXP charging expectancy values, which are different from the different vehicles 3B be prepared, prepared. The step 175 indicates the electricity transfer process P4. An electricity demand estimated by the estimator is reflected in the charge expectation value CHXP. Therefore, the step represents 175 an energy demand estimator or a power demand estimator for estimating an electricity demand based on the electricity demand. In step 175 For example, an energy demand estimator or a power demand estimator may be provided for estimating an electricity demand based on the charge expectation value CHXP. The electricity requirement is obtained by summing different charge expectation values with respect to different vehicles. In step 176 a basic electricity transfer PCSD1 is prepared. In step 177 a modified electricity transfer PCSD2 is prepared. In step 178 will be the data from the service center 2 to the energy control center 6 transmit, the data indicating a PCSD electricity transfer, which contains the base electricity transfer PCSD1 and the changed electricity transfer PCSD2. The step 178 provides an electricity information providing device or an electricity information providing section for transmitting the electricity demand estimated by the electricity demand estimating device to the power control center 6 that the energy distribution network 5 controls, ready.

21 is a flowchart that is a process 180 in the service center 2 for calculating an electricity transition from charge expectation values CHXP. 21 gives the step 175 in detail. 21 indicates the electricity transfer process P4. The process 180 is set at predetermined time intervals that are defined such that the change of the electricity requirement for charging various vehicles 3 in the data indicating the electricity transfer can be reflected executed. In step 181 are different charge expectancy CHXP, which in different vehicles 3 be calculated, added up.

In step 182 a basic electricity transfer PCSD1 is prepared. In step 183 Charge expect value CHXP is accumulated for each segment. That is, the charge expectation values CHXP, that of different vehicles 3 are added, are summed up for a segment.

22 FIG. 15 is a diagram illustrating an example of a transition of a charging expectation value CHXP in a segment. 22 represents the expected charge values CHXP of various vehicles and a sum of the charge expectation values CHXP with respect to a segment A. The segment is indicated by a Segment ID (SCID). Every vehicle 3 is indicated by a vehicle ID (VHID). Through the processing in step 183 For example, the change in the electricity demand on the time axis can be obtained for one segment.

According to 21 be in step 184 the charge expectation values CHXP in the power distribution network 5 summed up. That is, the charge expectation values CHXP of all segments operating in the power distribution network 5 are arranged are added up. The charge expectation value CHXP of each segment is through the process in step 183 given.

23 FIG. 12 is a diagram illustrating an example of transition of a charge expectation value CHXP in an energy distribution network. FIG 5 represents. 23 represents sums of the charge expectation values CHXP in the segments A to ZZ leading to the power distribution network 5 that is identified by GRID = # 1. The sums of the charge expectation values CHXP give a transition of the electricity charge, which allows to charge different vehicles 3 is needed, on the timeline. In other words, the sums of the charge expectation values CHXP give a transition of the electricity demand of the different vehicles 3 in the power distribution network 5 at. The sums of the charge expectation values CHXP are referred to as a basic electricity transfer PCSD1. The step 182 provides an electricity transfer calculator or an electricity transfer calculation section for calculating a basic electricity transfer PCSD1 indicating a transition of electricity used for charging batteries 34 needed in the vehicles 3B are mounted, which are moving objects.

According to 21 a modified electricity transfer PCSD2 is prepared. Loading different vehicles 3 is through different charge levels 4 executed. There is a case where the charge levels 4 have different charging capacities. In addition, there is a case where the capacities of the power transmission devices from the power distribution network 5 to the charging stands 4 differ from each other. In such a case, a difference in electricity per unit time occurs to a vehicle 3 from a charge stand 4 can be supplied. The difference arises for example due to the charging speed. As a result, the electricity demand indicated by the charge expectation value CHXP can be the charge capacity of the charge state 4 exceed. For this purpose, in step 185 the basic electricity transfer PCSD1 according to the charging speeds of the charging stands 4 changed. The step 185 provides a changing means or section for changing the basic electricity transfer PCSD1 on the basis of the charging speeds CHSP and calculating a changed electricity transfer PCSD2.

In step 186 becomes the charge level 4 , which can be used in a corresponding segment, is assigned the charge expectation value CHXP accumulated for each segment.

24 FIG. 12 is a diagram showing an example of an association between a transition of a charging expectation value CHXP and a charge level 4 (ie a loader) represents. A charge level 4 is identified by a load ID (CHID). In the illustrated example, a load ID CHID = 1 and a load ID CHID = 10, both of which belong to the segment A, are assigned to the transition of the load expectation value CHXP in the segment A. In the illustrated example, a load ID CHID = 2 associated with the segment B is assigned to the transition of the load expectation value CHXP in the segment B. In addition, in the illustrated example, a load ID CHID = 3 associated with the segment C is assigned to the transition of the load expectation value CHXP in the segment C.

According to 21 be in step 187 the charge expectancy values CHXP are summed up for each charge level (each loader). In step 188 For example, the sums of the charge expectation values CHXP for each charging device are changed based on the charging speed CHSP of each charging device, and a changed electricity transfer PCSD2 is prepared. The changed electricity transfer PCSD2 may take a form indicating an electricity transfer for each charging device as shown in FIG 26 , which will be described later, is shown. In addition, the changed electricity transition PCSD2 may take the form of a sum of the charge expectation values CHXP in the power distribution network 5 accept how it is in 23 is shown.

25 FIG. 12 is a diagram illustrating an example of a charging expectation value CHXP of a respective charging device. In this diagram, the charging speeds CHSP of the charging stands 4 described. The charging expectation value of 20 kWh is assigned, for example, to the charging device with CHID = 1 in a time zone of one hour later. The charge expectancy value of 80 kWh is assigned to the loader with CHID = 1 in a time zone of two hours later. Therefore, the Charger with CHID = 1, the expected charging value CHXP of 80 kWh exceeding the charging speed 50 kW / h of the charging device with CHID = 1, a time zone of two hours later. Thus, the charger with CHID = 1 can not charge the planned 80 kWh as an electricity request. In addition, the CHID = 2 loader is assigned the charging expectation value of 30 kWh in a time zone of the current time (that is, zero hours later). Charging speed CHSP of CHID = 2 charger is 3 kW / h. Thus, the CHID = 2 charger can not charge the planned 30 kWh as the electricity demand.

26 FIG. 13 is a diagram illustrating an example of a charge expectation value CHXP that depends on a charge speed CHSP of a charge 4 is changed represents. 27 is a diagram for explaining a change process. Of the charging expectation value CHXP of 80 kWh assigned to the charging device of CHID = 1 in a time zone of two hours later, 30 kWh exceeding the charging speed of 50 kW / h is allocated to at least one of the following time zones. Thereby, the charge expectation value CHXP can be changed so that the charging speed CHSP of the charge state 4 is not exceeded.

28 is a diagram for explaining a change process. The charging expectation value CHXP of 30 kWh assigned to the charging device of CHID = 2 in a time zone of zero hours later is divided into sections each of 3 kWh, which are identical to the charging speed, in successive time zones. Thereby, the charge expectation value CHXP can be changed so that the charging speed CHSP of the charge state 4 is not exceeded.

According to 21 be in step 189 the base electricity transfer PCSD1 and the changed electricity transfer PCSD2 from the service center 2 to the energy control center 6 transfer. At the energy control center 6 For example, the power distribution network is controlled by the power control process P21 on the basis of the basic electricity transfer PCSD1 and the changed electricity transfer PCSD2. The power control process P21 provides a power distribution network controller or a power distribution network control section that distributes the power distribution network 5 based on the changed electricity transfer PCSD2 controls. At the energy control center 6 For example, the supply of electricity to the power distribution network 5 controlled on the basis of the basic electricity transfer PCSD1 and the changed electricity transfer PCSD2. Besides, at the energy control center 6 an equipment plan of the power distribution network 5 developed and performed on the basis of the base electricity transfer PCSD1 and the changed electricity transfer PCSD2.

According to the present embodiment, the service center is collecting 2 The standard electrical energy consumption STPC and provides this to the vehicle 3B ready. In contrast, in the vehicle 3B an electricity requirement necessary for the drive of the vehicle 3B is required based on the standard electrical power consumption STPC and the vehicle correction value VCR applicable to the vehicle 3B is special, appreciated. According to such division of the processing, the load of the processing can be appropriately distributed, and the electricity demand of the vehicle 3B can be calculated exactly. In addition, the electricity demand can even be in a segment that the vehicle 3B the first time you drive, be calculated exactly. Further, the estimated auxiliary electric power consumption EAPC of the auxiliary devices in the vehicle becomes 3B considered to estimate the electricity demand. Therefore, the electricity demand can be reduced by reflecting the operating state of the auxiliary devices applicable to the vehicle 3B are special, are valued correctly. Further, the difference in the electric power consumption resulting from the traffic congestion state TRFC of the road can be compensated.

Furthermore, the charge expectation value CHXP is prepared by distributing the electricity demand necessary for the running of the vehicle 3B is needed on the timeline and / or the map based on the CHPB of the vehicle 3B is specified. This allows the requirement of electricity to charge the vehicle 3B is needed, evaluated appropriately. There is also a probability that the vehicle 3B to be charged, indicated by the charge expectation value. Therefore, information regarding the loading for the user of the vehicle 3B be provided at an appropriate time and / or at a suitable position. In addition, according to the requirement of electricity, for charging the vehicle 3B is needed, the supply of electrical energy to the power distribution network 5 be set.

Furthermore, the data representing the requirement of electricity that is required for charging the vehicle 3B required, based on the charging speed of the charge 4 certainly. Therefore, it can be avoided that an excessive electricity requirement exceeding the charging speed is determined, and useless power generation can be prevented. In addition, the large electricity requirement may be in the state of charge 4 with a big capacity in the Request data are reflected. Furthermore, the information regarding the charge levels 4 that contain the loading speeds of the vehicles 3B collected. Therefore, on a new build up a charge 4 and closing a recharge 4 be reacted. Also, according to the requirement of electricity, to charge the vehicle 3B is needed, the supply of electrical energy to the power distribution network 5 to be controlled.

<Other Embodiments>

The preferred embodiment of the present invention has thus been described. However, without being limited to the above-described embodiments, the present invention can be modified in various ways as long as it does not depart from the scope of the invention. The configuration of the above embodiments is merely exemplary, and the scope of the present invention is not limited to the above embodiments. The scope of the present invention is indicated by the claims. In addition, the scope of the present invention includes all modifications within the scope and equivalents of the claims.

The power distribution network 5 For example, it may use an electrical energy network in a commercial building instead of a system power network.

In addition, the charging system 1 with several standard vehicles 3A equipped, which differ in the vehicle classes or the type of vehicles. In this case, a standard electric power consumption of a general vehicle 3B a standard electrical energy consumption STPC from a standard vehicle 3A of the type of that of the general vehicle 3B most resembling, being collected.

Furthermore, the electrical energy consumption of the segment SPC (i) of each segment and the segment correction value SCR (i) of the standard vehicle 3A to the service center 2 be transferred, and the determination process 78 of the standard electrical energy consumption STPC can in the service center 2 be executed.

Furthermore, all or only some of the processes P7 to P11 may be from another control unit, such as a battery control unit 39 instead of the charging control unit 41 be executed. In addition, the route estimation device or the route estimation section need not use a navigation function of the in-vehicle navigation device, but may, for example, use a navigation function of a cellular phone.

In the above embodiment, the process that calculates a traffic jam correction value TCR corresponding to the traffic congestion state TRFC is in the service center 2 intended. However, this can be done in different vehicles 3 be provided.

The above embodiment explains a single power distribution network 5 , However, the process explained in the above embodiment may be used for a process covering multiple power distribution networks. For example, the above process may be for different vehicles 3 running within different power distribution networks. In this case, an electricity transition can be summed up independently for each of the power distribution networks. In the processing in step 187 For example, various charge states belonging to a power distribution network are selected, and the charge expectation values CHXP of the charge states are summed up. Thereby, an electricity transfer indicating the electricity demand in an energy distribution network can be provided. Such a process is performed for each of the various power distribution networks, and electricity transitions of various power distribution networks can be provided.

In addition, a device, section, or function provided by the controller may be implemented solely by a software section, a hardware section, or a combination of a software section and a hardware section. The control device may be provided, for example, using an analog circuit.

It will be apparent to those skilled in the art that various changes may be made in the embodiments of the present invention described above. The scope of the present invention, however, is determined by the following claims.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• JP 2007-206889A [0003]
• JP 2008-136291 A [0003]
• JP 2010-68704A [0003]
• JP 2008-199752A [0003]
• JP 2004-007969 A [0003]
• JP 3539497 [0003]
• JP 9-294305 A [0003]
• JP 3385841 [0003]
• JP 2001-183150 A [0003]
• JP 2008-67418 A [0003]

Claims (19)

Electricity demand estimating device ( 2 . 3 ) with (i) several vehicles ( 3 ), where the vehicles each have a battery ( 34 ), which is an electric motor ( 31 ), which is used for a journey, supplying electrical energy, and (ii) a base station ( 2 ), the vehicles ( 3 ), wherein the electricity demand estimating device estimates an electricity demand needed for driving the vehicles, the electricity demand estimating device comprising: a storage device ( 23A ) provided in the base station for storing a standard electric power consumption (STPC) for traveling on respective segments on roads; a communication equipment ( 7 . 21 . 42 ) which transmits the standard standby power consumption (STPC) from the base station to the vehicles; a vehicle correction value calculating section (P9) provided in each of the vehicles for calculating a vehicle correction value (VCR) corresponding to a vehicle variation resulting from a factor of the vehicle, the vehicle correction value being a difference between the standby electric energy consumption (STPC) and an actual electric power consumption (CPC) required for driving the vehicle; and an estimation section (P8) provided in the vehicle for estimating the electricity demand of a future trip based on the standby electric power consumption (STPC) and information including the vehicle correction value (VCR). The electricity demand estimating apparatus according to claim 1, wherein the vehicle correction value calculating section includes: a measuring section (16); 112 ) for measuring the actual electrical power consumption (CPC) when the vehicle is traveling on a predetermined segment; a measuring section for an auxiliary power consumption ( 113 ) for measuring an auxiliary power consumption (APC) of auxiliary devices mounted in the vehicle when the vehicle is running on the predetermined segment; and a setting section ( 114 . 115 ) for setting the vehicle correction value (VCR) based on the standby electric power consumption (STPC), the actual electric power consumption (CPC), and the auxiliary electric power consumption (APC) when the vehicle is running on the predetermined segment. The electricity demand estimating apparatus according to claim 1 or 2, wherein said estimating section (P8) includes an auxiliary electric power consumption estimating section (16). 146 ) for estimating the auxiliary power consumption (APC) of the auxiliary devices for the future drive; and the auxiliary power consumption (APC) generated by the auxiliary power consumption estimating section (APC). 146 ) is included in the information including the vehicle correction value used in the estimation section (P8). The electricity demand estimating apparatus according to any one of claims 1 to 3, further comprising: a traffic jam correction value calculating section (16). 91 to 93 ) for calculating a traffic jam correction value (TCR) corresponding to a traffic congestion state of multiple segments on roads, the traffic jam correction value (TCR) included in the information including the vehicle correction value used in the estimation section (P8). Electricity requirement estimating device according to one of claims 1 to 4, wherein the vehicle is a standard vehicle ( 3A ) contains; the standard vehicle has a measuring section ( 61 to 78 ) for measuring electrical energy consumption in segments on which the standard vehicle is traveling; the communication equipment transmits the electrical power consumption to the base station; and the storage device stores the electric power consumption obtained from the standard vehicle as the standby electric power consumption (STPC). The electricity demand estimating apparatus according to any one of claims 1 to 5, further comprising: an electricity demand estimating section (16) 175 ) for estimating an electricity demand based on the electricity demand estimated by the estimation section (P8). Electricity information processing apparatus ( 1 ), comprising: an electricity transfer calculation section (14) 182 ) for calculating an electricity transfer (PCSD1), which is a transition of electricity used to charge a battery ( 34 ) in a moving object ( 3 ) is mounted, needed, indicates; a storage device ( 23D ) for storing a charging speed (CHSP) of each of several charging states ( 4 ), wherein the battery is charged at the charging speed; and a modification section ( 185 ) for changing the electricity transfer based on the charging speed to calculate a changed electricity transfer (PCSD2). The electricity information processing apparatus according to claim 7, further comprising: a measuring section (16) 126 ) for measuring the charging speed when charging is performed from the battery charging state, the storage device storing a charging speed measured by the measuring section. The electricity information processing apparatus according to claim 7 or claim 8, wherein said changing section (16) 185 ) shifting electrical energy exceeding a charging speed capacity to a later time zone with respect to the electricity transfer to calculate the changed electricity transfer. The electricity information processing apparatus according to any one of claims 7 to 9, further comprising: a power distribution network control section (P21) for controlling a power distribution network based on the changed electricity transition. An electricity information processing apparatus according to any one of claims 7 to 10, wherein the moving object is a vehicle; and the battery is mounted in the vehicle and an electric motor ( 31 ) supplies electrical energy for a drive of the vehicle. Charging system ( 1 ) comprising: a loading probability calculating section (10) 122 ) for calculating a charging probability (CHPB), which indicates a probability that a charging process of a battery ( 34 ) on a moving object ( 3 ) is carried out; a charging energy estimating section ( 155 ) for estimating a charging power (CHPW) for the battery; and a charging expectation value calculating section ( 156 ) for calculating a charge expectation value (CHXP) at which the charging energy is distributed on a time axis and / or a map based on the charging probability. The charging system according to claim 12, wherein the charging probability calculating section (16) 122 ) the charging probability is calculated on the basis of a frequency of occurrence of the charging process with respect to a residual energy (SOC) of the battery at a time when the charging process is started. A charging system according to claim 12 or 13, further comprising: an information providing section (16). 172 ) for providing information regarding a charging process for the battery based on the charging expectation value (CHXP). A charging system according to claim 14, wherein said information providing section (16) 172 ) Information regarding a cargo ( 4 ) charging the battery based on the charge expectation value (CHXP). The charging system according to any one of claims 12 to 15, further comprising: an electricity demand estimating section (16). 175 ) for estimating an electricity demand based on the charge expectation value (CHXP). The charging system according to claim 16, wherein the electricity demand estimating section has a plurality of charge expectation values (CHXP), the plurality of batteries ( 34 ), added up. The charging system according to claim 17, further comprising: an electricity information providing section (16); 178 ) for transmitting the electricity demand estimated by the electricity demand estimation section to an energy control center ( 6 ), which is an energy distribution network ( 5 ), which supplies an electric energy that is charged into the battery controls. A charging system according to any one of claims 12 to 18, wherein the moving object is a vehicle; and the battery is mounted in the vehicle and an electric motor ( 31 ) supplies electrical energy for a drive of the vehicle.

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