JP2022037662A - Vehicle management system - Google Patents

Abstract

To provide a vehicle management system configured to properly solve the shortage of connection capacity which is insufficient for target capacity.SOLUTION: A vehicle management system is configured to manage a plurality of vehicles to be electrically connected to a power grid. Each of the vehicles includes a power storage device. The vehicle management system includes vehicle quantity acquisition means and selection means. The vehicle quantity acquisition means determines the number of vehicles to be connected to the power grid by using deficient capacity that indicates the amount of deficient connection capacity with respect to a predetermined target capacity. The selection means selects a vehicle to be connected to the power grid from among the above vehicles by using the number of vehicles determined by the vehicle quantity acquisition means and vehicle information indicating state of the vehicles. The connection capacity is total capacity which is ensured by power storage devices of vehicles electrically connected to the power grid, out of the above vehicles, and can be used for adjustment of power demand of the power grid. The vehicle information includes positions of the vehicles and power storage state of the power storage devices.SELECTED DRAWING: Figure 3

Description

The present disclosure relates to a vehicle management system that manages a plurality of vehicles that can be electrically connected to an electric power grid.

Japanese Patent Application Laid-Open No. 2015-032286 (Patent Document 1) notifies a user of a vehicle equipped with a power storage device of an incentive condition, and provides an incentive to a user who charges and discharges the power storage device according to the incentive condition. The system (power management system) is disclosed.

JP-A-2015-032286

The method of adjusting the supply and demand of the power grid using a vehicle equipped with a power storage device is a method of requesting the vehicle user to adjust the supply and demand balance when the supply and demand balance of the power grid is lost (hereinafter, also referred to as "the former method"). It can be roughly divided into a method of requesting a vehicle user to secure a connection capacity in advance so that the supply and demand balance of the power grid is not disturbed (hereinafter, also referred to as "the latter method"). The connection capacity is the capacity that can be used to adjust the power demand of the power grid, which is secured by the power storage device of the vehicle that is electrically connected to the power grid.

In the electric power management described in Patent Document 1, the former method is adopted.
In the latter method, for example, a time zone and a contracted capacity are determined between the manager of the power grid and the manager of the vehicle. Then, if the connection capacity secured by the vehicle manager in the determined time zone is equal to or greater than the contracted capacity, the incentive is paid to the vehicle manager. However, if the connection capacity secured by the vehicle manager in a fixed time zone is less than the contracted capacity, the vehicle manager may be subject to a predetermined penalty.

The present disclosure has been made to solve the above-mentioned problems, and the purpose of the present disclosure is to facilitate a vehicle management system to appropriately solve the shortage of connection capacity when the connection capacity is insufficient with respect to the target capacity. Is to provide.

The vehicle management system according to the present disclosure is configured to manage a plurality of vehicles that can be electrically connected to the power grid. Each of the plurality of vehicles is equipped with a power storage device. The vehicle management system includes a number acquisition means and a selection means. The number acquisition means obtains how many vehicles should be connected to the power grid by using the shortage capacity indicating the shortage of the connection capacity with respect to the predetermined target capacity. The selection means selects a vehicle to be connected to the power grid from a plurality of vehicles by using the number of vehicles obtained by the number acquisition means and the vehicle information indicating the state of each of the plurality of vehicles. The connection capacity is the total capacity that can be used to adjust the power demand of the power grid, which is secured by the power storage device of each vehicle electrically connected to the power grid among the plurality of vehicles. The vehicle information includes the position of the vehicle and the storage state of the power storage device.

In the vehicle management system, the number of vehicles required to satisfy the target capacity can be obtained by the number acquisition means. In addition, a vehicle connected to the power grid can be selected by the selection means. As the selection means, a vehicle suitable for securing the capacity can be selected by using the position of the vehicle and the storage state of the power storage device. Therefore, by connecting the vehicle selected by the above selection means to the power grid, it is possible to appropriately solve the shortage of the connection capacity.

The connection capacity corresponds to the total amount of power that can be charged to the power storage device of each vehicle electrically connected to the power grid in response to a request to increase the power demand of the power grid. Further, in response to a request to increase the power supply of the power grid, the connection capacity corresponds to the total amount of power that can be discharged from the power storage device of each vehicle electrically connected to the power grid.

The position of the vehicle may be an absolute position indicated by longitude and latitude, a position relative to a predetermined reference position, or a position on a surrounding map. The state of charge of the power storage device may be SOC (State Of Charge) indicating the remaining amount of charge.

The vehicle management system may further include a notification means for urging the user of the vehicle selected by the selection means to connect the vehicle to the power grid. Encouraging the vehicle user to connect the vehicle to the power grid makes it easier for the vehicle user to connect the vehicle to the power grid to increase the connection capacity.

The vehicle management system may include a first computer that manages a plurality of vehicles that can be electrically connected to the power grid, and a second computer that adjusts the supply and demand balance of the power grid. The first computer may be a computer belonging to the manager of the vehicle. The second computer may be a computer belonging to the administrator of the power grid. The predetermined target capacity may be a value determined by a contract between the power grid manager and the vehicle manager.

The vehicle management system may include a third computer that receives vehicle information from each of the plurality of vehicles. The third computer may be a computer belonging to the automobile manufacturer. At least one of the first computer and the second computer may acquire vehicle information directly or indirectly from the third computer. The third computer may be configured to obtain the connection capacity using the vehicle information received from each vehicle. At least one of the first computer and the second computer may obtain the connection capacity directly or indirectly from the third computer.

The vehicle management system may include a mobile terminal carried by the user of the vehicle. The notification means may transmit a signal prompting the vehicle to connect to the power grid to the mobile terminal. Further, the notification means may transmit a signal prompting the vehicle to be connected to the power grid to the communication device mounted on the vehicle.

In the vehicle management system, the first computer may include a number acquisition means, a selection means, and a notification means. Further, in the vehicle management system, the second computer may be provided with the number acquisition means, and the first computer may be provided with the selection means and the notification means. Further, in the vehicle management system, the second computer may be provided with the number acquisition means, and the mobile terminal carried by the user of the vehicle may be provided with the selection means and the notification means.

Each of the plurality of vehicles managed by the vehicle management system may be an electric vehicle. An electric vehicle is a vehicle configured to travel using the electric power stored in the power storage device. Electric vehicles include EVs (electric vehicles) and PHVs (plug-in hybrid vehicles), as well as FC vehicles (fuel cell vehicles) and range extender EVs.

According to the present disclosure, it is possible to provide a vehicle management system that makes it easy to appropriately solve the shortage of connection capacity when the connection capacity is insufficient with respect to the target capacity.

It is a figure which shows the structure of the vehicle included in the vehicle management system which concerns on embodiment of this disclosure. It is a figure which shows the schematic structure of the vehicle management system which concerns on Embodiment 1. FIG. It is a flowchart which shows the process executed by the server of the contract company included in the vehicle management system shown in FIG. It is a figure which shows the schematic structure of the vehicle management system which concerns on Embodiment 2. FIG. It is a flowchart which shows the process executed by the server of the electric power company included in the vehicle management system shown in FIG. It is a flowchart which shows the process executed by the server of the contract company included in the vehicle management system shown in FIG. It is a figure which shows the schematic structure of the vehicle management system which concerns on Embodiment 3. FIG. It is a flowchart which shows the process executed by the server of the contract company included in the vehicle management system shown in FIG. 7. It is a flowchart which shows the process executed by the mobile terminal included in the vehicle management system shown in FIG. 7.

Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the figure, the same or corresponding parts are designated by the same reference numerals and the description thereof will not be repeated.

The vehicle management system according to the embodiment of the present disclosure includes a plurality of electric vehicles. A plurality of electric vehicles in a vehicle management system may have different configurations from each other. However, in the embodiment of the present disclosure, it is assumed that each electric vehicle in the vehicle management system has the configuration shown in FIG. Hereinafter, each of the plurality of electric vehicles included in the vehicle management system will be referred to as "vehicle 50", and each of the plurality of EVSEs included in the vehicle management system will be referred to as "EVSE 40", except when separately described. .. EVSE means Electric Vehicle Supply Equipment.

FIG. 1 is a diagram showing a configuration of a vehicle 50 included in the vehicle management system according to the embodiment of the present disclosure. With reference to FIG. 1, the vehicle 50 includes a battery 130 that stores electric power for traveling. The battery 130 comprises a secondary battery such as a lithium ion battery or a nickel metal hydride battery. In the vehicle 50, an assembled battery including a plurality of lithium ion batteries is adopted as the secondary battery. An assembled battery is composed of a plurality of cells (generally also referred to as "cells") electrically connected to each other. In addition, instead of the secondary battery, another power storage device such as an electric double layer capacitor may be adopted. The battery 130 corresponds to an example of the "power storage device" according to the present disclosure.

The vehicle 50 includes an electronic control unit (hereinafter, referred to as “ECU (Electronic Control Unit)”) 150. The ECU 150 is configured to perform charge control and discharge control of the battery 130. The vehicle 50 may be an electric vehicle (EV) capable of traveling using only the electric power stored in the battery 130, or may travel using both the electric power stored in the battery 130 and the output of the engine. It may be a plug-in hybrid vehicle (PHV).

The vehicle 50 further includes a monitoring module 131 for monitoring the status of the battery 130. The monitoring module 131 includes various sensors for detecting the state of the battery 130 (for example, voltage, current, and temperature), and outputs the detection result to the ECU 150. The monitoring module 131 has a BMS (Battery Management) having an SOC (State Of Charge) estimation function, a SOH (State of Health) estimation function, a cell voltage equalization function, a diagnostic function, and a communication function in addition to the above sensor function. System) may be used. The ECU 150 can acquire the state of the battery 130 (eg, temperature, current, voltage, SOC, and internal resistance) based on the output of the monitoring module 131. As a method for measuring SOC, a method such as a current integration method or an OCV estimation method can be adopted.

The vehicle 50 includes an inlet 110 and a charger / discharger 120 corresponding to the power feeding method of the EVSE 40. The inlet 110 is configured to receive electric power supplied from the outside of the vehicle 50. Further, the inlet 110 is configured to output the electric power supplied from the charger / discharger 120 to the outside of the vehicle 50. Although only the inlet 110 is shown in FIG. 1, the vehicle 50 is provided with a plurality of inlets for each power feeding method so as to be compatible with a plurality of types of power feeding methods (for example, AC method and DC method). May be good.

The EVSE 40 includes a power supply circuit 41. A charging cable 42 is connected to the EVSE 40. The charging cable 42 may be always connected to the EVSE 40, or may be detachable from the EVSE 40. The charging cable 42 has a connector 43 at the tip thereof and includes a power line inside. The connector 43 of the charging cable 42 can be connected to the inlet 110. By connecting the connector 43 of the charging cable 42 connected to the EVSE 40 to the inlet 110 of the vehicle 50, the EVSE 40 and the vehicle 50 are electrically connected.

The charger / discharger 120 is located between the inlet 110 and the battery 130. The charger / discharger 120 includes a relay for switching connection / disconnection of a power path from the inlet 110 to the battery 130, a power conversion circuit (for example, a bidirectional converter), and (none of which are shown). Each of the relay and the power conversion circuit included in the charger / discharger 120 is controlled by the ECU 150. The vehicle 50 further includes a monitoring module 121 that monitors the state of the charger / discharger 120. The monitoring module 121 includes various sensors for detecting the state of the charger / discharger 120 (for example, voltage, current, and temperature), and outputs the detection result to the ECU 150. In the vehicle 50, the monitoring module 121 is configured to detect the voltage and current input to the power conversion circuit and the voltage and current output from the power conversion circuit.

By connecting the EVSE 40 and the inlet 110 via the charging cable 42, it becomes possible to transfer electric power between the EVSE 40 and the vehicle 50. Therefore, external charging by the vehicle 50 (that is, charging the battery 130 of the vehicle 50 by receiving electric power from the outside of the vehicle 50) becomes possible. Power for external charging is supplied to the inlet 110 from, for example, the EVSE 40 through the charging cable 42. The charger / discharger 120 is configured to convert the electric power received by the inlet 110 into electric power suitable for charging the battery 130, and output the converted electric power to the battery 130. Further, by connecting the EVSE 40 and the inlet 110 via the charging cable 42, external power supply by the vehicle 50 (that is, power is supplied from the vehicle 50 to the EVSE 40 through the charging cable 42) becomes possible. The electric power for external power supply is supplied from the battery 130 to the charger / discharger 120. The charger / discharger 120 is configured to convert the electric power supplied from the battery 130 into electric power suitable for external power supply and output the converted electric power to the inlet 110. The relay of the charger / discharger 120 is closed (connected) when either external charging or external power supply is executed, and the relay of the charger / discharger 120 is opened (disconnected) when neither external charging nor external power supply is executed. State).

The configuration of the charger / discharger 120 is not limited to the above and can be changed as appropriate. The charger / discharger 120 may include, for example, at least one of a rectifier circuit, a PFC (Power Factor Correction) circuit, an isolation circuit (for example, an isolation transformer), an inverter, and a filter circuit. When the vehicle 50 externally supplies power to the AC type EVSE, the charger / discharger 120 performs DC / AC conversion on the power discharged from the battery 130, and the converted AC power is supplied from the vehicle 50 to the EVSE. May be done. When the vehicle 50 supplies external power to the DC EVSE, DC power may be supplied from the vehicle 50 to the EVSE, and DC / AC conversion may be performed by an inverter built in the EVSE. The DC EVSE standard may be CHAdeMO, CCS (Combined Charging System), GB / T, or Tesla.

The ECU 150 includes a processor 151, a RAM (Random Access Memory) 152, a storage device 153, and a timer 154. As the processor 151, for example, a CPU (Central Processing Unit) can be adopted. The RAM 152 functions as a working memory for temporarily storing the data processed by the processor 151. The storage device 153 is configured to be able to store the stored information. The timer 154 is configured to notify the processor 151 of the arrival of the set time. Further, the ECU 150 can acquire the current time by using a real-time clock (RTC) circuit (not shown) built in the ECU 150. In the vehicle 50, the processor 151 executes the program stored in the storage device 153, so that various controls in the ECU 150 are executed. However, various controls in the ECU 150 are not limited to execution by software, but can also be executed by dedicated hardware (electronic circuit).

The vehicle 50 drives a traveling drive unit 140, an SMR (System Main Relay) 141, an input device 161, a start switch 162, a notification device 170, a communication device 180, a GPS (Global Positioning System) module 181 and the like. Further equipped with a wheel W. The drive system of the vehicle 50 is not limited to the front wheel drive shown in FIG. 1, and may be rear wheel drive or four-wheel drive.

The traveling drive unit 140 includes a PCU (Power Control Unit) and an MG (Motor Generator) (not shown), and is configured to drive the vehicle 50 using the electric power stored in the battery 130. The PCU is configured to include, for example, a control device including a processor, an inverter, and a converter (none of which are shown). The control device of the PCU is configured to receive an instruction (control signal) from the ECU 150 and control the inverter and converter of the PCU according to the instruction. MG is, for example, a three-phase AC motor generator. The MG is driven by the PCU and is configured to rotate the drive wheels W. Further, the MG is configured to perform regenerative power generation and supply the generated power to the battery 130.

The SMR 141 is configured to switch connection / disconnection of the power path from the battery 130 to the traveling drive unit 140. The state (connection / disconnection) of the SMR 141 is controlled by the ECU 150. The SMR 141 is closed (connected) when the vehicle 50 is running.

The input device 161 is a device that receives input from the user. The input device 161 is operated by the user and outputs a signal corresponding to the user's operation to the ECU 150. Examples of the input device 161 include various switches, various pointing devices, a keyboard, and a touch panel. The input device 161 may be an operation unit of a car navigation system. The input device 161 may be a smart speaker that accepts voice input.

The start switch 162 is a switch for starting the vehicle system, and the vehicle system (including the ECU 150) is started when the start switch 162 is turned on. Further, when the start switch 162 is turned off, the vehicle system is put into a stopped state (including a sleep state). The start switch 162 is generally referred to as a "power switch" or an "ignition switch".

The user can put the vehicle 50 in the Ready-ON state by operating the start switch 162 while the vehicle system is in the operating state. In the Ready-ON state, the SMR 141 is closed (connected), and power is supplied from the battery 130 to the traveling drive unit 140. In the Ready-ON state, the ECU 150 can drive the vehicle 50 by controlling the traveling drive unit 140.

The user can put the vehicle 50 in the Ready-OFF state by operating the start switch 162 while the vehicle 50 is in the Ready-ON state. In the Ready-OFF state, the SMR 141 is in the open state (cut-off state), and power is not supplied from the battery 130 to the traveling drive unit 140.

The notification device 170 is configured to perform a predetermined notification process to the user (for example, the occupant of the vehicle 50) when requested by the ECU 150. The notifying device 170 may include at least one of a display device (eg, a touch panel display), a speaker, and a lamp (eg, a MIL (failure warning light)). The notification device 170 may be a meter panel, a head-up display, or a car navigation system.

The communication device 180 includes various communication I / Fs (interfaces). The communication device 180 may include a DCM (Data Communication Module). The communication device 180 may include a communication I / F compatible with 5G (fifth generation mobile communication system). The ECU 150 is configured to perform wireless communication with a communication device outside the vehicle 50 through the communication device 180.

The GPS module 181 is configured to receive a position signal (hereinafter referred to as “GPS signal”) from a GPS satellite (not shown) and output it to the ECU 150. The ECU 150 is configured to detect the position of the vehicle 50 using GPS signals. The GPS module 181 may be mounted on a car navigation system (not shown). The ECU 150 may detect the position of the vehicle 50 in cooperation with the car navigation system. Further, the storage device 153 may store the map information. The position of the vehicle 50 detected by the ECU 150 may be an absolute position indicated by longitude and latitude, a position relative to a predetermined reference position, or a position on a map. May be good.

[Embodiment 1]
FIG. 2 is a diagram showing a schematic configuration of the vehicle management system according to the first embodiment. With reference to FIG. 1 and FIG. 2, the vehicle management system according to the first embodiment includes a power system PG, a server 10, EVSE 40A to 40E, vehicles 50A to 50E, and mobile terminals 80A to 80E. Each of the vehicles 50A to 50E has the configuration shown in FIG.

In FIG. 2, the mobile terminals 80A to 80E correspond to the mobile terminals carried by the users of the vehicles 50A to 50E, respectively. Hereinafter, each of the mobile terminals 80A to 80E will be referred to as a "mobile terminal 80", except for the case where the description is made separately. In the first embodiment, a smartphone provided with a touch panel display is adopted as each mobile terminal 80. However, the present invention is not limited to this, and any mobile terminal can be adopted as each mobile terminal 80, and a tablet terminal, a wearable device (for example, a smart watch), an electronic key, or the like can also be adopted.

Although FIG. 2 shows five vehicles, five mobile terminals, and five EVSEs, the number of vehicles, mobile terminals, and EVSEs included in the vehicle management system is independently arbitrary, and is 10 or more. It may be present, or it may be 100 or more.

The power system PG is a power network constructed by a power plant and power transmission / distribution equipment (not shown). In the first embodiment, the electric power company also serves as a power generation business operator and a power transmission and distribution business operator. The electric power company maintains and manages the electric power system PG. The electric power company corresponds to the manager of the electric power system PG. The power system PG corresponds to an example of the "power grid" according to the present disclosure.

The server 10 includes a control device 11, a storage device 12, and a communication device 13. The control device 11 includes a processor, performs predetermined information processing, and is configured to control the communication device 13. The storage device 12 is configured to be able to store various types of information. In addition to the program executed by the control device 11, the storage device 12 stores information (for example, maps, mathematical formulas, and various parameters) used in the program. The communication device 13 includes various communication I / Fs. The control device 11 is configured to communicate with the outside through the communication device 13.

The server 10 is a management computer for each vehicle 50 and belongs to the contract company 1. The server 10 is installed in the building of the contract company 1. The contract company 1 is a company that has an incentive contract with an electric power company. In this contract, the type of supply and demand adjustment (increased demand / increased supply) requested by the electric power company to contract company 1, a predetermined time zone (hereinafter, also referred to as "contract period"), and a predetermined capacity (hereinafter, "contract"). Also called "capacity"). The contract period and contract capacity may be determined for each type of supply and demand adjustment. In the first embodiment, the contract period and the contract capacity for increasing the demand and the contract period and the contract capacity for increasing the supply are determined by the contract. The contract period for increasing demand and the contract period for increasing supply may be different time zones on the same day or different time zones on different days. Not limited to the above, a contract may be concluded for only one of increase in demand / increase in supply.

The contract company 1 can receive a predetermined incentive from the electric power company by securing a connection capacity equal to or larger than the contract capacity during the contract period. On the other hand, if the contract company 1 does not secure a connection capacity equal to or larger than the contract capacity during the contract period, the contract company 1 is subject to a predetermined penalty (for example, a fine). Although the details will be described later, the contract company 1 can increase the connection capacity by increasing the number of vehicles 50 connected to the power system PG. In the following, the start time indicated by the contract period is also referred to as “contract start time”, and the end time indicated by the contract period is also referred to as “contract end time”. In the first embodiment, the contract information (for example, the contract start time and the contract end time) indicating the contract contents is stored in the storage device 12.

The contract company 1 may be a MaaS (Mobility as a Service) business operator or another business operator. The contract company 1 corresponds to the manager of the vehicles 50A to 50E. Each of the vehicles 50A to 50E may be a company vehicle (for example, a commercial vehicle) or a MaaS vehicle.

Each of EVSE40A to 40E is installed in the in-house area R1 on the premises of the contract company 1. Contract company 1 maintains and manages each of EVSE40A to 40E. The contract company 1 corresponds to the manager of EVSE40A-40E. Each of the EVSE 40A to 40E is electrically connected to the power system PG and is supplied with power from the power system PG. In the first embodiment, each of the EVSE 40A to 40E is an AC power supply facility (for example, a normal charger) corresponding to reverse power flow. However, the EVSE installed in the in-house area R1 may include a power feeding facility that does not cope with reverse power flow, or may include a DC feeding facility (for example, a quick charger).

In the example shown in FIG. 2, the vehicles 50A and 50B exist in the internal area R1 within the premises of the contract company 1, and the vehicles 50C to 50E exist in the external area R2 outside the premises of the contract company 1. By electrically connecting the vehicle 50 to the EVSE 40 in the company area R1, the vehicle 50 is electrically connected to the power system PG via the EVSE 40. This makes it possible to transfer electric power between the vehicle 50 and the electric power system PG. The above-mentioned connection capacity corresponds to the total capacity that can be used for adjusting the power demand of the power system PG, which is secured by the battery 130 (FIG. 1) of each vehicle 50 electrically connected to the power system PG. As the number of vehicles 50 connected to the EVSE 40 increases, the connection capacity increases.

The vehicle 50A shown in FIG. 2 is electrically connected to the EVSE 40A. By connecting the connector 43 of the charging cable 42 connected to the EVSE 40A to the inlet 110 of the vehicle 50A, communication between the vehicle 50A and the EVSE 40A becomes possible, and power is transferred between the EVSE 40A and the vehicle 50A. Will be possible. The power supply circuit 41 converts the power supplied from the power system PG into a predetermined output power, and also converts the power supplied from the vehicle 50 into power suitable for reverse power flow. Hereinafter, the state in which the vehicle 50 is connected to the EVSE 40 is also referred to as a “vehicle connection state”, and the state in which the vehicle 50 and the EVSE 40 are not connected is also referred to as a “vehicle disconnection state”.

In the first embodiment, the ECU 150 of each vehicle 50 transmits vehicle information indicating the state of the vehicle 50 to the server 10 through the communication device 180. The vehicle information includes the operating state (operated / stopped) of the vehicle system, the open / closed state (Ready-ON / Ready-OFF) of the SMR 141, the connection state of the inlet 110 (vehicle connection state / vehicle disconnection state), and the monitoring module. The SOC of the battery 130 detected by 131 and the position of the vehicle 50 detected by the GPS module 181 are included. This information may be transmitted periodically or may be transmitted in response to a request from the server 10.

In the first embodiment, the ECU 150 of each vehicle 50 detects the connection / non-connection of the connector 43 to the inlet 110 (that is, the vehicle connection state / vehicle disconnection state) based on the cable connection signal output from the EVSE 40. Examples of the cable connection signal include a CPLT signal (control pilot signal) or a Proximity signal.

The communication device 180 mounted on each vehicle 50 is configured to wirelessly communicate with the server 10 via, for example, a mobile communication network (telematics). The signal exchanged between the communication device 180 and the server 10 may be encrypted. Further, in the first embodiment, the communication device 180 mounted on the vehicle 50 and the mobile terminal 80 are configured to communicate wirelessly with each other. The ECU 150 can control the mobile terminal 80 by wireless communication so that the mobile terminal 80 can notify the user. The communication between the communication device 180 and the mobile terminal 80 may be short-range communication (for example, direct communication in the vehicle and in the range around the vehicle) such as Bluetooth (registered trademark).

Predetermined application software (hereinafter, simply referred to as "application") is installed in the mobile terminal 80. The mobile terminal 80 is carried by the user of the vehicle 50 and can exchange information with the server 10 through the above application. The user can operate the above application through, for example, a touch panel display (not shown) of the mobile terminal 80. Further, the touch panel display of the mobile terminal 80 is configured to be able to notify the user of the vehicle 50.

By the way, if the contract company 1 does not secure a connection capacity equal to or larger than the contract capacity during the contract period, a predetermined penalty is imposed on the contract company 1. In the vehicle management system according to the first embodiment, the server 10 has the configuration described below, so that it is easy to avoid the penalty.

The server 10 is configured to obtain the shortage number by using the shortage capacity indicating the shortage of the connection capacity with respect to the predetermined target capacity. In the first embodiment, the above-mentioned contract capacity is set as the above-mentioned predetermined target capacity. The shortage is the number of vehicles 50 that need to be connected to the power system PG in order to satisfy the contracted capacity. Then, the server 10 uses the shortage number and the vehicle information indicating the state of each vehicle 50 (including the position of the vehicle 50 and the SOC of the battery 130 described above) in the vehicle 50 existing in the external region R2. It is configured to select the target vehicle from. The target vehicle corresponds to the vehicle 50 connected to the power system PG. Further, the server 10 is configured to encourage the user of the target vehicle to connect the vehicle to the power system PG. By encouraging the user of the target vehicle to connect, it becomes easier to avoid the above penalty.

FIG. 3 is a flowchart showing a process related to acquisition of a shortage of vehicles, selection of a target vehicle, and notification to a vehicle user, which is executed by the server 10. The process shown in this flowchart is started by the server 10 before the start of the contract period, and is repeatedly executed until the contract start time is reached. The execution timing of this process may be a timing that goes back a predetermined time with respect to the contract start time. In the first embodiment, the processes shown in FIG. 3 described below are executed before the start of the contract period for increasing demand and before the start of the contract period for increasing supply.

With reference to FIG. 3 together with FIGS. 1 and 2, in step 11 (hereinafter, simply referred to as “S”) 11, the server 10 obtains the connection capacity. The server 10 can determine the connection capacity based on the SOC of the battery 130 of each vehicle 50 electrically connected to the EVSE 40. If the vehicle 50 in the vehicle detached state exists in the company area R1 at the time when the process shown in FIG. 3 is started, the server 10 requests the user of the vehicle 50 to connect the vehicle 50 to the EVSE 40. You may. Then, after all the vehicles 50 existing in the company area R1 are connected to the EVSE 40, the server 10 may obtain the connection capacity in S11. The server 10 may transmit a notification for making the above request to the mobile terminal 80 carried by the user of the vehicle 50, or may transmit the notification to the communication device 180 of the vehicle 50.

When the type of supply / demand adjustment requested by the electric power company to the contract company 1 is an increase in demand, the total amount of electric power that can be charged to the battery 130 of each vehicle 50 electrically connected to the EVSE 40 is the connection capacity. The amount of electric power that can be charged to the battery 130 is obtained by subtracting the current amount of electricity stored in the battery 130 from the fully charged capacity of the battery 130 (that is, the amount of electricity stored at the time of full charge). The current storage capacity of the battery 130 corresponds to the SOC of the battery 130.

When the type of supply / demand adjustment requested by the electric power company to the contract company 1 is an increase in supply, the total amount of electric power that can be discharged from the battery 130 of each vehicle 50 electrically connected to the EVSE 40 is the connection capacity. The amount of power that can be discharged from the battery 130 corresponds to the SOC of the battery 130.

In S12, the server 10 asks for the insufficient capacity. The insufficient capacity corresponds to the difference between the connection capacity acquired in S11 and the contracted capacity. The server 10 obtains the insufficient capacity by subtracting the connection capacity from the contract capacity.

In S13, the server 10 determines whether or not the insufficient capacity is larger than 0 (that is, whether or not the contracted capacity is larger than the connection capacity). Then, if YES (contract capacity> connection capacity) is determined in S13, the process proceeds to S14. On the other hand, if NO (contract capacity ≤ connection capacity) is determined in S13, the process returns to the first step (S11).

In S14, the server 10 asks how many vehicles 50 should be connected to the power system PG in order to increase the connection capacity to the contracted capacity or more. As a result, a shortage of units can be obtained. The server 10 obtains the insufficient number of units based on, for example, the insufficient capacity and the vehicle information (including the position of the vehicle 50 and the SOC of the battery 130) received from each vehicle 50. For example, when the vehicle 50 is selected from the predetermined selection candidates according to a predetermined priority, the server 10 obtains how many vehicles 50 should be connected to the power system PG to increase the connection capacity to the contracted capacity or more. .. The above selection candidates and priorities can be arbitrarily set using the position of each vehicle 50 and the SOC of the battery 130. In the first embodiment, in response to a request for an increase in demand, the vehicle 50 is selected from the vehicles 50 in the Ready-ON state existing in a predetermined range around the in-house area R1 in ascending order of SOC of the battery 130. do. Further, in response to the request for an increase in supply, the vehicle 50 is selected from the vehicles 50 in the Ready-ON state existing in the predetermined range around the in-house area R1 in descending order of the SOC of the battery 130. When the state of each vehicle 50 (for example, Ready-ON / Ready-OFF) changes from the previous processing routine, the server 10 again obtains the shortage number.

In S15, the server 10 has the predetermined priority (for example, the SOC of the battery 130) from the predetermined selection candidates (for example, the vehicle 50 in the Ready-ON state existing in the predetermined range around the in-house area R1). The target vehicle for the shortage is selected according to the priority (the higher the priority is, the closer it is to the predetermined value).

The selection candidates and priorities can be changed as appropriate. For example, since it is considered that the power of the battery 130 is consumed by the traveling until the vehicle 50 reaches the in-house area R1, the server 10 may consider such traveling power consumption. In the request for increased demand, the vehicle 50 having a lower SOC of the battery 130 when arriving at the in-house area R1 may have a higher priority. Further, in the request for increasing the supply, the vehicle 50 having a higher SOC of the battery 130 when arriving at the in-house area R1 may have a higher priority. Further, the server 10 may use the road traffic information (for example, traffic jam information) to exclude the vehicle 50, which is presumed to be unable to reach the in-house area R1 by the contract start time, from the selection candidates.

In S16, the server 10 prompts the user of the target vehicle to connect the vehicle to the EVSE 40. More specifically, the server 10 requests the user of the target vehicle to return to the office and connect the target vehicle to the EVSE 40 in the in-house area R1. The server 10 may transmit the notification for making the above request to the mobile terminal 80 carried by the user of the target vehicle, or may transmit the notification to the communication device 180 of the target vehicle. The mobile terminal 80 or the communication device 180 that has received the notification may prompt the user to connect by displaying a message or an image, or may prompt the user to connect by sound (including voice).

When S16 is executed, the process returns to the first step (S11). Then, when the contract start time arrives, the series of processes shown in FIG. 3 is completed.

Within the contract period, each vehicle 50 connected to the EVSE 40 in the in-house area R1 can be remotely controlled by a management computer (for example, a server of an electric power company) of a power system PG (not shown). The management computer of the power system PG performs external charging (that is, charge control of the battery 130) by remote operation by transmitting a charging command to each of the above vehicles 50 within the contract period of increasing demand, and power of the power system PG. Demand can be increased. Further, the management computer of the power system PG performs external power supply (that is, discharge control of the battery 130) by remote operation by transmitting a power supply command to each of the vehicles 50 within the contract period for increasing the supply, and the power system PG. Power supply can be increased. Then, after the contract end time has passed, remote control of each of the above vehicles 50 is prohibited.

As described above, in the vehicle management system according to the first embodiment, the server 10 uses the insufficient capacity to obtain the insufficient number of units, the insufficient number of units, and the vehicle information (position of the vehicle 50 and SOC of the battery 130). It is provided with a selection means for selecting a target vehicle by using (including) and. With such a configuration, the required number of target vehicles suitable for securing the capacity are selected.

Further, the server 10 further includes a notification means for urging the user of the target vehicle to connect the vehicle to the power system PG (power grid). By encouraging the user of the target vehicle to connect, it becomes easier to increase the connection capacity and avoid the penalty.

In the server 10, the number acquisition means, the selection means, and the notification means are embodied by the processor and the program executed by the processor. However, the present invention is not limited to this, and the number acquisition means, the selection means, and the notification means may be embodied by dedicated hardware (electronic circuit).

[Embodiment 2]
Hereinafter, the vehicle management system according to the second embodiment will be described with a focus on the differences from the vehicle management system according to the first embodiment.

FIG. 4 is a diagram showing a schematic configuration of the vehicle management system according to the second embodiment. Although EVSE40A to 40E are omitted in FIG. 4, even in the vehicle management system according to the second embodiment, EVSE40A to 40E are installed in the internal area R1 of the contract company 1. Further, in FIG. 4, the vehicles 50A to 50E and the mobile terminals 80A to 80E are described at distant positions, but the mobile terminals 80A to 80E are carried by the users of the vehicles 50A to 50E, respectively.

With reference to FIG. 1 and FIG. 4, the vehicle management system according to the second embodiment includes servers 20 and 30 in addition to the server 10.

The server 20 includes a control device 21, a storage device 22, and a communication device 23. The control device 21 includes a processor, performs predetermined information processing, and is configured to control the communication device 23. The storage device 22 is configured to be able to store various types of information. In addition to the program executed by the control device 21, the storage device 22 stores information (for example, maps, mathematical formulas, and various parameters) used in the program. The communication device 23 includes various communication I / Fs. The control device 21 is configured to communicate with the outside through the communication device 23.

The server 20 is a management computer for the power system PG (power grid), and belongs to the electric power company 2 (for example, a power company or an aggregator) that manages the power system PG. The contract company 1 concludes the above-mentioned incentive contract (see the first embodiment) with the electric power company 2. Then, the contract information (for example, the contract start time and the contract end time) indicating the contract contents is stored in the storage device 22. The server 20 is configured to adjust the supply and demand balance of the power system PG by remotely controlling each vehicle 50 connected to the EVSE 40 in the in-house area R1 within the contract period.

The server 30 includes a control device 31, a storage device 32, and a communication device 33. The control device 31 includes a processor, performs predetermined information processing, and is configured to control the communication device 33. The storage device 32 is configured to be able to store various types of information. In the storage device 32, in addition to the program executed by the control device 31, information used in the program (for example, a map, a mathematical formula, and various parameters) is stored. The communication device 33 includes various communication I / Fs. The control device 31 is configured to communicate with the outside through the communication device 33.

The server 30 is a computer belonging to the automobile manufacturer 3. The server 30 is configured to receive vehicle information from each vehicle 50. The vehicle information includes the operating state (operated / stopped) of the vehicle system, the open / closed state (Ready-ON / Ready-OFF) of the SMR 141, the connection state of the inlet 110 (vehicle connection state / vehicle disconnection state), and the monitoring module. The SOC of the battery 130 detected by 131 and the position of the vehicle 50 detected by the GPS module 181 are included. Further, the server 30 stores the vehicle information received from each vehicle 50 in the storage device 32, and obtains the connection capacity by using the vehicle information of each vehicle 50.

The servers 10, 20, and 30 are configured to be able to communicate with each other. In the vehicle management system according to the second embodiment, the server 10 communicates with each mobile terminal 80, but does not directly communicate with each vehicle 50.

FIG. 5 is a flowchart showing a process related to acquisition and notification of a shortage of units executed by the server 20. The process shown in this flowchart is started by the server 20 before the start of the contract period. The execution timing of this process may be a timing that goes back a predetermined time with respect to the contract start time. Further, when the server 20 receives the shortage resolution notification (S35 in FIG. 6) described later from the server 10, the process shown in FIG. 5 is performed by the server 20 in order to confirm whether the shortage of the connection capacity is actually resolved. May be run again by.

With reference to FIG. 5 together with FIGS. 1 and 4, in S21, the server 20 acquires the connection capacity from the server 30. In S22, the server 20 asks for the insufficient capacity. In S23, the server 20 determines whether or not the connection capacity is insufficient (that is, whether or not the contract capacity is larger than the connection capacity). If YES is determined in S23, the process proceeds to S24, and if NO is determined in S23, a series of processes shown in FIG. 5 is completed. In S24, the server 20 obtains the insufficient number of units by using the insufficient capacity and the vehicle information. The server 20 acquires vehicle information used to obtain the shortage number from the server 30. The basic processing in S22, S23, and S24 is the same as the processing in S12, S13, and S14 in FIG. 3, respectively. In S25, the server 20 notifies the server 10 of the insufficient number of units. When S25 is executed, a series of processes shown in FIG. 5 is completed.

FIG. 6 is a flowchart showing a process related to selection of a target vehicle executed by the server 10 and notification to a vehicle user. The process shown in this flowchart is started by the server 10 when the server 10 receives the notification of the insufficient number of units (S25 in FIG. 5) from the server 20.

With reference to FIGS. 1 and 4, in S31, the server 10 confirms whether or not there is a vehicle 50 in the in-house area R1 and the vehicle 50 in the in-house area R1. If present, the user of the vehicle 50 is required to connect the vehicle 50 to the EVSE 40. The server 10 may transmit a notification for making the above request to the mobile terminal 80 carried by the user of the vehicle 50, or may transmit the notification to the communication device 180 of the vehicle 50. Each EVSE 40 in the company area R1 may be configured to transmit a signal indicating whether or not it is connected to the vehicle 50 (hereinafter, also referred to as “EVSE signal”) to the server 10. The server 10 may determine whether or not the vehicle 50 in the vehicle detached state exists in the in-house area R1 based on the EVSE signal from each EVSE 40. When the vehicle 50 in the in-house area R1 is connected to the EVSE 40 in response to the above request, the number of shortages is reduced. Therefore, the server 10 may update the insufficient number of vehicles by subtracting the number of connected vehicles 50.

In S32, the server 10 selects only the shortage of target vehicles by using the vehicle information of each vehicle 50. The server 10 acquires vehicle information used for selecting a target vehicle from the server 30. In S33, the server 10 prompts the user of the target vehicle to connect the vehicle to the EVSE 40. The basic processing in S32 and S33 is the same as the processing in S15 and S16 in FIG. 3, respectively.

In S34, the server 10 determines whether or not all the target vehicles are connected to the EVSE 40. The server 10 may determine YES in S34 when, for example, the users of all the target vehicles reply to the notification indicating that the connection is completed. Further, the server 10 may determine whether or not all the target vehicles are connected to the EVSE 40 based on the EVSE signals from each EVSE 40. While it is determined to be NO in S34, S32 and S33 are repeated.

If YES is determined in S34, the server 10 sends a shortage resolution notification to the server 20 indicating that the shortage of connection capacity has been resolved in S35. When S35 is executed, a series of processes shown in FIG. 6 is completed.

In the vehicle management system according to the second embodiment described above, the server 20 includes a number acquisition means, and the server 10 includes a selection means and a notification means. Even with such a vehicle management system, when the connection capacity is insufficient for the target capacity (for example, the contracted capacity), it becomes easy to appropriately solve the shortage of the connection capacity.

[Embodiment 3]
Hereinafter, the vehicle management system according to the third embodiment will be described with a focus on the differences from the vehicle management system according to the second embodiment.

FIG. 7 is a diagram showing a schematic configuration of the vehicle management system according to the third embodiment. In the vehicle management system according to the third embodiment with reference to FIG. 1 and FIG. 7, the server 10 communicates with the mobile terminals 80A, but does not directly communicate with the mobile terminals 80B to 80E. The mobile terminal 80A is carried by a predetermined representative (for example, the boss of the member), and each of the mobile terminals 80B to 80E is carried by a member of the group to which the representative belongs (for example, a subordinate of the representative).

Also in the third embodiment, the server 20 executes the process shown in FIG. However, in the third embodiment, the server 10 executes the process shown in FIG. 8 instead of the process shown in FIG.

FIG. 8 is a flowchart showing a process related to the notification to the vehicle user executed by the server 10. The process shown in this flowchart is started by the server 10 when the server 10 receives the notification of the insufficient number of units (S25 in FIG. 5) from the server 20.

Referring to FIG. 8 together with FIGS. 1 and 7, in S41, the server 10 prompts the user of the vehicle 50 in the in-house area R1 to connect the vehicle to the EVSE 40. The basic processing in S41 is the same as the processing in S31 of FIG.

In S42, the server 10 notifies the mobile terminal 80A (representative's mobile terminal) of the shortage. In S43, the server 10 waits until the insufficient number of vehicles 50 are connected to the EVSE 40. For example, when the mobile terminal 80A returns a notification indicating that the connection is completed (S54 in FIG. 9 described later), the server 10 determines that the insufficient number of vehicles 50 are connected to the EVSE 40. Then, when the insufficient number of vehicles 50 are connected to the EVSE 40 (YES in S43), the server 10 transmits a shortage resolution notification indicating that the shortage of the connection capacity has been resolved in S44 to the server 20. When S44 is executed, a series of processes shown in FIG. 8 is completed.

FIG. 9 is a flowchart showing a process related to selection of a target vehicle executed by the mobile terminal 80A and notification to a vehicle user. The process shown in this flowchart is started by the mobile terminal 80A when the mobile terminal 80A receives the notification of the insufficient number of units (S42 in FIG. 8) from the server 10.

With reference to FIG. 9 together with FIGS. 1 and 7, in S51, the mobile terminal 80A selects only a shortage of target vehicles by using the vehicle information of each vehicle 50. The mobile terminal 80A (representative's mobile terminal) selects a target vehicle from the vehicles 50B to 50E of the group members (subordinates of the representative) who carry the mobile terminals 80B to 80E. The mobile terminal 80A acquires vehicle information used for selecting a target vehicle from the server 10. The server 10 acquires vehicle information from the server 30.

In S52, the mobile terminal 80A urges the user of the target vehicle to connect the vehicle to the EVSE 40. In S53, the mobile terminal 80A determines whether or not all the target vehicles are connected to the EVSE 40. The mobile terminal 80A may determine YES in S53 when, for example, a notification indicating that the connection is completed is returned from the users of all the target vehicles. While it is determined to be NO in S53, S51 and S52 are repeated.

The basic processing in S51 to S53 is the same as the processing in S32 to S34 of FIG. 6, respectively. If YES is determined in S53, the mobile terminal 80A transmits a notification indicating connection completion to the server 10 in S54. When S54 is executed, a series of processes shown in FIG. 9 is completed.

In the vehicle management system according to the third embodiment described above, the server 20 includes the number acquisition means, and the mobile terminal 80A includes the selection means and the notification means. Even with such a vehicle management system, when the connection capacity is insufficient for the target capacity (for example, the contracted capacity), it becomes easy to appropriately solve the shortage of the connection capacity.

The above-mentioned servers 10, 20 and 30 correspond to examples of a "first computer", a "second computer" and a "third computer", respectively.

The configuration of the vehicle is not limited to the configuration shown in FIG. For example, in the configuration shown in FIG. 1, instead of the charger / discharger 120, a charging device capable of only external charging or a power feeding device capable of only external power supply may be adopted. Further, the vehicle may be configured to be non-contact rechargeable or may be configured to be automatically driven. The vehicle is not limited to a passenger car, but may be a bus or a truck.

The embodiments disclosed this time should be considered to be exemplary and not restrictive in all respects. The scope of the present invention is shown by the scope of claims rather than the description of the embodiments described above, and is intended to include all modifications within the meaning and scope equivalent to the scope of claims.

1 Contractor, 2 Electricity company, 3 Automaker, 10,20,30 Server, 11,21,31 Control device, 12,22,32 Storage device, 13,23,33 Communication device, 40,40A-40E EVSE , 41 power supply circuit, 42 charging cable, 43 connector, 50, 50A-50E vehicle, 80, 80A-80E mobile terminal, 110 inlet, 120 charger / discharger, 130 battery, 140 driving drive unit, 141 SMR, 150 ECU, 151 Processor, 152 RAM, 153 storage device, 154 timer, 161 input device, 162 start switch, 170 notification device, 180 communication device, 181 GPS module, PG power system, R1 internal area, R2 external area, W drive wheel.

Claims (1)

A vehicle management system that manages multiple vehicles that can be electrically connected to the power grid.
Each of the plurality of vehicles is equipped with a power storage device.
The vehicle management system is
A unit acquisition means for determining how many vehicles should be connected to the power grid by using the shortage capacity indicating the shortage of the connection capacity with respect to a predetermined target capacity.
It is provided with a selection means for selecting a vehicle to be connected to the power grid from the plurality of vehicles by using the number of vehicles obtained by the number acquisition means and vehicle information indicating the state of each of the plurality of vehicles. ,
The connection capacity is a total capacity that can be used for adjusting the power demand of the power grid, which is secured by the power storage device of each vehicle electrically connected to the power grid among the plurality of vehicles.
The vehicle information is a vehicle management system including the position of the vehicle and the storage state of the power storage device.

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