JP2020022229A - Information management device - Google Patents

Abstract

To appropriately adjust a schedule of pre-air-conditioning control between vehicles while preventing a breaker from being actuated when executing the pre-air-conditioning control of multiple vehicles in each of which a power storage device and an air conditioning device are mounted.SOLUTION: A server 10 comprises: a communication section 11 for acquiring information indicating a reservation time zone of pre-air-conditioning control, information indicating SOC of a power storage device 109, information indicating a cabin inside temperature Tin and information indicating a target temperature Ttag from each of multiple vehicles by means of communications; and a management section 12 for managing schedules of pre-air-conditioning control of the multiple vehicles. In the case where time zones of the pre-air-conditioning control of vehicles 1 and 2 are overlapped, the management section 12 permits the pre-air-conditioning control in the time zone to one vehicle in which residual power of the power storage device 109 is less or a temperature difference between the cabin inside temperature Tin and the target temperature Ttag is greater, between the first and second vehicles 1 and 2, and does not permit the pre-air-conditioning control in the time zone to the other vehicle.SELECTED DRAWING: Figure 3

Description

  The present disclosure relates to an information management device, and more specifically, to an information management device that manages information for controlling a plurality of vehicles each including a power storage device and an air conditioner.

  In recent years, vehicles such as electric vehicles and plug-in hybrid vehicles equipped with a power storage device have begun to spread. These vehicles are configured to be able to charge the onboard power storage device from outside the vehicle (hereinafter, also referred to as “external charging”). The spread of vehicles that can be externally charged is expected to further increase in the future. Then, when external charging of a plurality of vehicles is performed simultaneously in a house or the like, the current consumed by the external charging may exceed the contract current (upper limit current according to the electric contract), and the breaker of the switchboard may operate (trip). There is.

  The charging control device disclosed in Japanese Patent Application Laid-Open No. 2011-239662 (Patent Document 1) includes a schedule generation unit that generates a charging schedule for charging power storage devices of a plurality of vehicles. The schedule generation unit generates a schedule for distributing the difference between the maximum power receivable from the system power supply and the used power (power measured by the power meter side unit) to each vehicle for each time zone. By allocating the power within the range of the difference between the maximum power and the used power, the operation of the breaker can be prevented (for example, see paragraph [0041] of Patent Document 1).

JP 2011-239662 A JP 2013-236497 A

  Many vehicles are equipped with an air conditioner. Japanese Patent Application Laid-Open No. 2013-236497 (Patent Document 2) discloses an air conditioner using electric power supplied from outside of a vehicle in a state where a plurality of vehicles before a user gets on the vehicle are connected to a charger by a charging cable. A control to be activated is disclosed. This control is referred to as “pre-air conditioning control” in this specification. By executing the pre-air-conditioning control before the user gets on the vehicle, the air-conditioning environment in the vehicle compartment is set to a desired state. Thereby, the comfort when the user gets on the vehicle can be improved.

  For example, assume a situation in which pre-air-conditioning control of a plurality of vehicles is executed in a general home. It is also conceivable to assign a time zone of the pre-air-conditioning control so that the pre-air-conditioning control is executed simultaneously by a plurality of vehicles. However, in a typical electric contract of a general household, only a certain amount (at most several tens of A) of contract current can be used, so that the current consumption by the pre-air-conditioning control exceeds the contract current, and the breaker may operate. There is. Therefore, it is desirable to appropriately adjust the schedule of the pre-air conditioning control between vehicles.

  The present disclosure is intended to solve the above-described problem, and an object of the present disclosure is to prevent the operation of a breaker when performing pre-air-conditioning control of a plurality of vehicles each including a power storage device and an air-conditioning device. Another object of the present invention is to appropriately adjust the schedule of the pre-air conditioning control between vehicles.

  An information management device according to an aspect of the present disclosure manages information for controlling a plurality of vehicles each including a power storage device and an air conditioner. Each of the plurality of vehicles is configured to be able to execute external charging control and pre-air conditioning control. External charging control is control for charging the power storage device with electric power supplied from a power supply facility provided outside the vehicle. The pre-air-conditioning control is control for operating the air conditioner with electric power supplied from the power supply facility so that the vehicle interior temperature approaches the target temperature according to the reserved schedule. The information management device, from each of the plurality of vehicles, information indicating a reservation time zone of the pre-air conditioning control, information indicating the remaining power of the power storage device, information indicating the vehicle interior temperature, and information indicating the target temperature. The communication unit includes a communication unit that acquires by communication and a management unit that manages a schedule of pre-air-conditioning control of a plurality of vehicles. The plurality of vehicles include first and second vehicles that receive power supply from a common power supply facility. When the time zones of the pre-air-conditioning control of the first and second vehicles overlap, the management unit may determine that the remaining power of the power storage device of the first and second vehicles is small, or that the temperature of the vehicle compartment is low. The pre-air-conditioning control in the time period is permitted for one vehicle having a large temperature difference between the vehicle and the target temperature, and the pre-air-conditioning control in the time period is not permitted for the other vehicle.

  According to the above configuration, the management unit is configured such that, among the first and second vehicles for which the pre-air-conditioning control is reserved in the same time zone, the remaining power of the power storage device is small, or the vehicle interior temperature and the target temperature Is permitted to perform plug-in charge control during the time period. In other words, the vehicle is assigned the time zone as having a higher priority. Then, the plug-in charge control of the other vehicle having a relatively lower priority in the above-mentioned time zone is not permitted. This suppresses simultaneous execution of the plug-in charge control of the two vehicles, so that the operation of the breaker can be prevented.

  In addition, when priority is given to a vehicle having a small remaining power of the power storage device, the other vehicle having a relatively lower priority has a large remaining power of the power storage device. It is possible to execute control. Further, when giving priority to a vehicle having a large temperature difference between the vehicle interior temperature and the target temperature, the air conditioning time required for the vehicle interior temperature to reach the target temperature is longer in that vehicle than in the other vehicle. Air conditioning time can be more reliably secured. Therefore, according to the above configuration, the execution time of the pre-air conditioning control can be appropriately adjusted between the vehicles.

  According to the present disclosure, when performing pre-air-conditioning control of a plurality of vehicles each including a power storage device and an air-conditioning device, the schedule of the pre-air-conditioning control is appropriately adjusted between the vehicles while preventing the breaker from operating. can do.

1 is a diagram schematically illustrating an overall configuration of a charging system according to an embodiment of the present disclosure. It is a block diagram which shows the structure of a vehicle and a server schematically. 5 is a flowchart for explaining adjustment of pre-air conditioning control in the first embodiment. 10 is a flowchart for describing adjustment of pre-air conditioning control in Embodiment 2.

  Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding portions have the same reference characters allotted, and description thereof will not be repeated.

[Embodiment 1]
<Overall configuration of charging system>
FIG. 1 is a diagram schematically illustrating an overall configuration of a charging system according to Embodiment 1 of the present disclosure. FIG. 1 shows that the vehicle 1 and the charger 5 are electrically connected by the charging cable 3 and the vehicle 2 in the external charging by the charging system (this may be before the actual power supply). A situation is shown in which the charger 6 and the charger 6 are electrically connected by the charging cable 4.

  Each of chargers 5 and 6 is, for example, a charger installed in a general home. Alternatively, the chargers 5 and 6 may be chargers installed in small business establishments or business offices. Chargers 5 and 6 output AC power supplied from system power supply AC via common distribution board 7 to vehicles 1 and 2, respectively. Note that, as indicated by the dashed-dotted line, the distribution board 7 and the chargers 5 and 6 correspond to a “power supply facility” according to the present disclosure.

  The charging system includes a server 10 for managing external charging of the vehicles 1 and 2. Although not shown, the server 10 includes a CPU (Central Processing Unit), a memory, and an input / output port. Part or all of the server 10 may be configured to execute arithmetic processing by software, or may be configured to execute arithmetic processing by hardware such as an electronic circuit. The vehicle 1 and the server 10 are configured to be capable of wireless communication (two-way communication) with each other. Similarly, the vehicle 2 and the server 10 are configured to be able to wirelessly communicate with each other. The server 10 corresponds to an “information management device” according to the present disclosure.

  Vehicles 1 and 2 are, for example, plug-in hybrid vehicles. However, the vehicles 1 and 2 only need to be configured to enable plug-in charging (more broadly, external charging), and may be electric vehicles. Further, it is not essential that the number of vehicles is two, and it is sufficient that the number is two or more. Since the configurations of the vehicles 1 and 2 are basically common, the configuration of the vehicle 1 will be representatively described below.

  FIG. 2 is a block diagram schematically showing the configurations of the vehicle 1 and the server 10. Referring to FIG. 2, vehicle 1 includes a motor generator 101, a motor generator 102, an engine 103, a power split device 104, a drive wheel 105, a power control device (PCU: Power Control Unit) 106, and an air conditioner. Device 107, system main relay (SMR) 108, power storage device 109, charging relay 110, power converter 111, inlet 112, temperature sensor 113, operation unit 114, and communication unit 115 And an electronic control unit (ECU: Electronic Control Unit) 116.

  Each of motor generators 101 and 102 is, for example, a three-phase AC rotating electric machine in which a permanent magnet is embedded in a rotor (not shown). Motor generator 101 is connected to a crankshaft of engine 103 via power split device 104. Motor generator 101 rotates the crankshaft of engine 103 using the electric power of power storage device 109 when starting engine 103. Further, the motor generator 101 can generate electric power using the power of the engine 103. AC power generated by motor generator 101 is converted to DC power by PCU 106 and charged in power storage device 109. Further, the AC power generated by motor generator 101 may be supplied to motor generator 102 in some cases.

  Motor generator 102 rotates a drive shaft using at least one of the electric power from power storage device 109 and the electric power generated by motor generator 101. Further, the motor generator 102 can generate electric power by regenerative braking. AC power generated by motor generator 102 is converted to DC power by PCU 106 and charged in power storage device 109.

  The engine 103 is an internal combustion engine such as a gasoline engine or a diesel engine, and generates power for running the vehicle 1 according to a control signal from the ECU 116.

  Power split device 104 is, for example, a planetary gear mechanism, and splits the power generated by engine 103 into power transmitted to drive wheels 105 and power transmitted to motor generator 101.

  PCU 106 converts DC power stored in power storage device 109 into AC power and supplies the AC power to motor generators 101 and 102 according to a control signal from ECU 116. Further, PCU 106 converts AC power generated by motor generators 101 and 102 into DC power and supplies the DC power to power storage device 109.

  The air conditioner 107 is electrically connected between the PCU 107 and the SMR 108. Air conditioner 107 performs air conditioning of the vehicle interior according to a command from ECU 116 such that vehicle interior temperature Tin approaches set temperature Ttag.

  SMR 108 is electrically connected to a power line connecting PCU 106 and power storage device 109. SMR 108 switches between supply and cutoff of electric power between PCU 106 and power storage device 109 according to a control signal from ECU 116.

  Power storage device 109 is a DC power supply configured to be chargeable and dischargeable. As the power storage device 109, a secondary battery such as a lithium ion secondary battery or a nickel hydride battery, or a capacitor such as an electric double layer capacitor can be used. Power storage device 109 supplies electric power for generating driving force of vehicle 1 to PCU 106. Power storage device 109 stores the power generated by motor generator 101.

  Charging relay 110 is electrically connected to a power line connecting power storage device 109 and power converter 111. Charging relay 110 switches between supply and cutoff of power between power storage device 109 and power conversion device 111 according to a control signal from ECU 116.

  Power conversion device 111 is configured to include, for example, an AC / DC converter (not shown), converts AC power supplied from charger 5 through charging cable 3 and inlet 112 to DC power, and converts charging power to charging relay 110. Output to

  Temperature sensor 113 detects vehicle interior temperature Tin, and outputs a signal indicating the detection result to ECU 116.

  The operation unit 114 is, for example, an operation button or an operation switch, and receives a user operation related to the external charging control and the pre-air-conditioning control. A signal indicating the content of the operation accepted by operation unit 114 is output to ECU 116.

  The communication unit 115 is configured to be capable of wireless communication (two-way communication) with the communication unit 11 of the server 10.

  The ECU 116 is configured to include a CPU (Central Processing Unit), a memory, and a buffer (none of which is shown). The ECU 116 outputs a control signal based on a signal input from each sensor, a map and a program stored in the memory, and controls each device so that the vehicle 1 is in a desired state. The main control executed by the ECU 116 is “pre-air-conditioning control”.

  In the pre-air-conditioning control, the user operates the operation unit 114 to set a scheduled completion time of the external charging and set a target temperature Tin for the pre-air-conditioning control. Then, ECU 116 activates air conditioner 107 prior to the scheduled time of completion of external charging. Basically, electric power supplied from the charger 5 via the charging cable 3 and the inlet 112 is used for the operation of the air conditioner 107. Since the vehicle interior temperature Tin approaches the set temperature Ttag by the pre-tone control, the air conditioning environment in the vehicle interior is adjusted, and the comfort when the user gets on the vehicle can be improved.

  The server 10 is configured to include a CPU, a memory, and a buffer (both not shown), similarly to the ECU 116. The server 10 includes a communication unit 11 and a management unit 12.

  The communication unit 11 is configured to be able to wirelessly communicate with the communication unit 115 of the vehicle 1 (and another vehicle such as the vehicle 2). The server 10 acquires information indicating the state of the vehicle 1 (and other vehicles) and acquires information indicating a user operation related to control of the air conditioner 107 by wireless communication via the communication unit 11. The management unit 12 manages the schedule of the pre-air-conditioning control of the vehicles 1 and 2.

<Simultaneous execution of pre-air conditioning control>
When the two vehicles 1 and 2 configured as described above are both connected to the charger via the charging cable (see FIG. 1), it is conceivable to execute the pre-air conditioning control simultaneously on the two vehicles. However, in a typical household power contract, only a current (contract current) of about several tens of A (for example, 30 A to 50 A) can be used. Also, the contract current of a small business or business office is relatively small. Therefore, if pre-air-conditioning control (+ external charging) is executed simultaneously for two units, the current consumption of the entire home may exceed the contract current, and the breaker (not shown) of the distribution board 7 may operate. Therefore, it is desirable to appropriately adjust the schedule (execution timing or execution order) of the pre-air-conditioning control between the vehicle 1 and the vehicle 2.

  Therefore, in the present embodiment, server 10 (management unit 12) compares predetermined parameters indicating the vehicle state between vehicle 1 and vehicle 2, and based on the comparison result, compares vehicle 1 and vehicle 2 with each other. A configuration for determining the priority order between the two is adopted. Pre-air-conditioning control of a vehicle assigned a relatively high priority is executed first. That is, the simultaneous pre-air-conditioning control of two units is prohibited. The pre-air-conditioning control of the vehicle with a relatively lower priority is executed thereafter.

<Adjustment flow of pre-air conditioning control>
FIG. 3 is a flowchart for explaining adjustment of the pre-air conditioning control in the first embodiment. 3 and FIG. 4 to be described later, a series of processing flows executed by the ECU 116 of the vehicle 1 (hereinafter, the execution subject may be referred to as the vehicle 1 for simplicity) is shown on the left side in the figure. Although not shown to prevent the drawing from being complicated, the ECU 116 of the vehicle 2 also executes the processing flow on the left side in the drawing. A series of processing flows executed by the management unit 12 of the server 10 (hereinafter, the execution subject is referred to as the server 10) is shown on the right side of the figure.

  The processing flow on the right side in the figure is called from a main routine (not shown) every time a predetermined period elapses, and is repeatedly executed by the server 10. Each step (hereinafter abbreviated as “S”) included in this processing flow is basically realized by software processing by the server 10, but is realized by dedicated hardware (electric circuit) created in the server 10. May be done. On the other hand, the processing flow on the left side in the figure is executed when a pre-air conditioning control execution command (pre-air conditioning command) is received from the server 10. Each step included in this processing flow is basically realized by software processing by the ECU 116, but may be realized by dedicated hardware created in the ECU 116.

  Although not shown, the vehicle 1 outputs information related to reservation of pre-air-conditioning control in response to a user operation. More specifically, for example, when the user operates the operation unit 114, the user inputs a desired time at which the external charging is completed (for example, the scheduled start time of the next sunrise) and a target temperature Ttag of the air conditioning in the vehicle compartment. . Then, reservation of the pre-air-conditioning control is performed so that the vehicle interior temperature Tin becomes sufficiently close to the target temperature Ttag by that time. Vehicle 1 outputs a signal indicating SOC (State Of Charge) of power storage device 109 and a signal indicating target temperature Ttag, in addition to a signal indicating reservation information of pre-air conditioning control.

  Referring to FIG. 3, in S201, server 10 obtains a signal indicating reservation information of pre-air-conditioning control, a signal indicating SOC of power storage device 109, and a signal indicating target temperature Ttag from vehicle 1 by communication. Although not shown, the server 10 obtains the same signal from another vehicle (the vehicle 2 in this example).

  In S202, it is determined whether or not the reserved time zone for the pre-air-conditioning control of any vehicle (vehicle 1 or vehicle 2) has arrived. If the reserved time slot for the pre-air conditioning control has not arrived (NO in S202), the process returns to the main routine. When the reserved time period for the pre-air conditioning control arrives (YES in S202), the server 10 advances the processing to S203, and the time period for the pre-air conditioning control between the vehicle 1 and the vehicle 2 (the reserved time period may be used). However, if the pre-air-conditioning control of one vehicle is already being executed, the time zone including the current time may be used).

  If the time zones do not overlap between vehicle 1 and vehicle 2 (NO in S203), it is not necessary to adjust the schedule of the pre-air conditioning control between vehicles 1 and 2. The server 10 outputs a command to execute the pre-air-conditioning control as usual for the vehicle in which the reserved time zone of the pre-air-conditioning control has arrived (S205).

  Further, even when the reserved time zones overlap between vehicle 1 and vehicle 2 (YES in S203), if the pre-air-conditioning control is executed simultaneously for two vehicles, the current consumption becomes the contract current. If it is estimated not to exceed (NO in S204), server 10 advances the processing to S205. That is, the server 10 outputs a command to execute the pre-air-conditioning control as usual for the vehicle in which the reserved time period of the pre-air-conditioning control has arrived.

  The estimation of whether the current consumption exceeds the contract current can be performed as follows. For each household, information indicating the contract current is registered in advance in a database (not shown) of the server 10 based on the electrical contract information of the household. The household current consumption includes the current consumption by other electric devices (not shown) in addition to the current consumption by the pre-air-conditioning control of the vehicle. As the current consumed by the other electric devices, for example, a current value (typical value) determined according to the season, day of the week, time zone, or the like may be used, or the actual current may be measured by a current sensor having a communication function. The server 10 may acquire the value (detected value).

  On the other hand, when the reserved time periods overlap between vehicle 1 and vehicle 2 (YES in S203), and the current consumption during execution of the pre-air conditioning control may exceed the contracted current (YES in S204). In), the server 10 determines a higher priority of the vehicle with the lower SOC of the vehicles 1 and 2, and determines a lower priority of the vehicle with the higher SOC (S206). In other words, the server 10 permits the vehicle with the lower SOC to perform the plug-in charge control in the time zone, while denies the vehicle with the higher SOC the plug-in charge control in the time zone. And Then, the server 10 outputs a signal indicating the determined priority order and an execution command of the pre-air conditioning control to the vehicle in which the reserved time zone of the pre-air conditioning control has arrived (S207).

  When receiving the execution command of the pre-air-conditioning control, the vehicle 1 determines the type (content) (S101). Specifically, when the execution command of the pre-air-conditioning control is a normal command (output at S205), or when the execution command of the pre-air-conditioning control is a command for a vehicle with a high priority (normal at S101) Alternatively, the vehicle 1 executes the pre-air-conditioning control using the electric power (external electric power) supplied from the charger 5 in the priority order: high. On the other hand, when the execution command of the pre-air-conditioning control is a command for a vehicle with a low priority (the priority is low in S101), the vehicle 1 sends the power to the power storage device 109 instead of the power supplied from the charger 5. Pre-air-conditioning control is executed using the stored power (storage power) (S103).

  In addition, although a part of the reserved time zone overlaps between the vehicles 1 and 2, it does not completely match, and one reserved time zone may end earlier than the other reserved time zone. In such a case, when the pre-air-conditioning control for one vehicle (the vehicle for which the reserved time period has ended earlier) has been completed, a NO determination is made in the process (S203) of determining whether the reserved time periods overlap. Then, the normal pre-air-conditioning control is then performed on the other vehicle (the vehicle whose reservation time period ends later) (S205).

  As described above, in the first embodiment, the reserved time zones overlap between vehicle 1 and vehicle 2 (YES in S203), and the current consumption during execution of the pre-air conditioning control exceeds the contract current. If there is a possibility that the vehicle may perform the operation (YES in S204), by comparing the SOC of power storage device 109 between vehicles 1 and 2, one of vehicles 1 and 2 has a higher priority and the other has a higher priority. Is determined to be low. Then, one of the vehicles 1 and 2 performs pre-air-conditioning control using external power, and the other executes pre-air-conditioning control using stored power. That is, since only one of the vehicles uses the external power, according to the first embodiment, the current consumption of the pre-air-conditioning control is suppressed to less than the contract current, and the operation of the breaker of the distribution board 7 is prevented. can do.

  Further, in the first embodiment, the priority order of vehicles with low SOC of power storage device 109 is determined to be high, and the priority order of vehicles with high SOC of power storage device 109 is determined to be low. In a vehicle with a high SOC, there is a high possibility that the remaining amount of power stored in power storage device 109 is large, so that pre-air-conditioning control can be performed using the power. Therefore, even in a vehicle determined to have a low priority, there is a high possibility that air conditioning can be performed until the vehicle interior temperature Tin sufficiently approaches the target temperature Ttag. Therefore, according to the first embodiment, the execution order of the pre-air conditioning control can be appropriately adjusted between vehicles 1 and 2.

  In general, when the full charge capacities of the power storage devices of the two vehicles are different from each other, the level of the SOC of the power storage devices does not always match the level of the remaining power. Therefore, instead of the SOC of the power storage device 109, the priority may be determined by directly calculating the remaining power of the power storage device 109. The remaining power of the power storage device 109 can be calculated from the SOC and the full charge capacity of the power storage device 109 (power remaining = SOC x full charge capacity). Since the full charge capacity decreases with the deterioration of the power storage device, the server 10 periodically collects information on the full charge capacity of the power storage device 109, thereby determining a priority order based on the full charge capacity of the power storage device 109. Becomes possible. By using the remaining power of the power storage device 109, the power amount for executing the pre-air-conditioning control can be more reliably secured in the power storage device 109.

[Embodiment 2]
Embodiment 1 describes an example in which the priorities of vehicles 1 and 2 are determined based on the SOC of power storage device 109. However, as a method of determining the priority of the vehicles 1 and 2, a temperature condition related to air conditioning in the vehicle compartment may be used as described below. Note that the configurations of the vehicle and the server in the second embodiment are the same as the configurations of vehicles 1 and 2 and server 10 in the first embodiment (see FIGS. 1 and 2), and thus description thereof will not be repeated.

  FIG. 4 is a flowchart for explaining adjustment of pre-air conditioning control in the second embodiment. Referring to FIG. 4, in the flowchart (S401) of acquiring pre-air-conditioning control reservation information, information relating to vehicle interior temperature Tin and target temperature Ttag is acquired instead of information relating to the SOC of power storage device 109. This is different from the flowchart in Embodiment 1 (see FIG. 3) in this point.

  Further, in the flowchart in the first embodiment, among the vehicles 1 and 2, the priority of the vehicle having the lower SOC of the power storage device 109 is determined to be higher (see S206 in FIG. 3), but in the flowchart shown in FIG. Then, the server 10 determines a higher priority order of the vehicle having a large absolute value (= | Tin−Ttag |) of the temperature difference between the vehicle interior temperature Tin and the target temperature Ttag (S406).

  In S407, the server 10 issues a command to execute pre-air-conditioning control including information indicating the start time of the time zone in order to permit the plug-in charging control in the time zone where the reservation is duplicated for the vehicle with a high priority. Is output.

  On the other hand, the server 10 prohibits the vehicle with a relatively low priority from performing the plug-in charge control during the time period when the reservation is duplicated. Then, as soon as the pre-air-conditioning control of the vehicle with the higher priority is completed, the pre-air-conditioning control of the vehicle with the lower priority is started so that the completion time of the pre-air-conditioning control of the vehicle with the higher priority (= the vehicle with the lower priority) (The start time of the pre-air-conditioning control) is output.

  The vehicle 1 receives the execution command of the pre-air-conditioning control with the start time from the server 10, and when the start time comes (YES in S301), executes the pre-air-conditioning control by the external power (S302). The remaining processing is the same as the corresponding processing in the first embodiment, and thus detailed description will not be repeated.

  As described above, in the second embodiment, as in the first embodiment, the reserved time zones overlap between vehicle 1 and vehicle 2 (YES in S403), and when the pre-air conditioning control is executed. If there is a possibility that the current consumption of the vehicle may exceed the contract current (YES in S404), one of the vehicles 1 and 2 has a higher priority and the other has a lower priority. Thus, only one of the vehicles uses the external power for the pre-air conditioning control. Therefore, according to the second embodiment, the current consumption of the pre-air conditioning control can be suppressed to less than the contract current, and the operation of the breaker can be prevented.

  Further, in the second embodiment, the pre-air-conditioning control of a vehicle having a large temperature difference between the vehicle interior temperature Tin and the target temperature Ttag is prioritized over the pre-air-conditioning control of a vehicle having a small temperature difference. In a vehicle having a large temperature difference, the amount of temperature change due to the pre-air-conditioning control is large, so that the effect of improving user comfort is high. Further, it is difficult for the vehicle interior temperature Ttag to reach the target temperature Tin, and the required air conditioning time is long. Therefore, by giving priority to a vehicle having a large temperature difference, it is possible to greatly improve user comfort and secure a longer air-conditioning time. Therefore, according to the second embodiment, the execution time of the pre-air conditioning control can be appropriately adjusted between vehicles 1 and 2.

  In the first and second embodiments, the configuration has been described in which the server 10 installed outside the home determines the priority of the pre-air-conditioning control. However, the priority determining entity is not limited to this, and a control device (such as a microcomputer not shown) in the chargers 5 and 4 may determine the priority. Alternatively, one of the vehicles may determine the priority by performing wireless communication between the vehicle 1 and the vehicle 2.

  In the first and second embodiments, the configuration of plug-in charging (so-called contact charging) has been described as an example. However, the form of external charging is not limited to this, and a “non-contact charging” configuration in which power is transmitted from a power transmission device embedded in the ground to a power receiving device (both not shown) mounted on a vehicle in a non-contact manner. It may be.

  The embodiments disclosed this time are to be considered in all respects as illustrative and not restrictive. The scope of the present disclosure is defined by the terms of the claims, rather than the description of the embodiments, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  1,2 vehicle, 3,4 charging cable, 5,6 charger, 7 distribution board, AC system power supply, 101,102 motor generator, 103 engine, 104 power split device, 105 drive wheel, 106 PCU, 107 air conditioner , 108 SMR, 109 power storage device, 110 charging relay, 111 power conversion device, 112 inlet, 113 temperature sensor, 114 operation unit, 115 communication unit, 116 ECU, 10 server, 11 communication unit, 12 management unit.

Claims (1)

An information management device that manages information for controlling a plurality of vehicles each including a power storage device and an air conditioner,
Each of the plurality of vehicles is configured to be able to execute external charging control and pre-air conditioning control,
The external charging control is control for charging the power storage device with power supplied from a power supply facility provided outside the vehicle,
The pre-air-conditioning control is control for operating the air-conditioning device with electric power supplied from the power supply facility so that the vehicle interior temperature approaches the target temperature according to a reserved schedule,
The information management device,
From each of the plurality of vehicles, information indicating the reserved time zone of the pre-air conditioning control, information indicating the remaining power of the power storage device, information indicating the vehicle interior temperature, and information indicating the target temperature. A communication unit obtained by communication;
A management unit that manages the schedule of the pre-air conditioning control of the plurality of vehicles,
The plurality of vehicles include first and second vehicles that receive power supply from a common power supply facility,
When the time zones of the pre-air-conditioning control of the first and second vehicles overlap, the management unit has a small remaining power amount of the power storage device among the first and second vehicles; Alternatively, one vehicle having a large temperature difference between the vehicle interior temperature and the target temperature is permitted to perform the pre-air conditioning control in the time period, and the other vehicle is not permitted to perform the pre-air conditioning control in the time period. Information management device to be allowed.

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