JP2023067681A - Travel route instruction device, power management system, and server - Google Patents

Abstract

To provide a travel route instruction device that can promote power consumption when there is still power to supply, by using a power supply lane.SOLUTION: A travel route instruction server 20 for instructing a travel route to a destination of a vehicle 30 which can be charged in a battery by a contactless charge from a power supply lane, includes: an excessive power calculation unit 27 for calculating an extra power amount to the largest power supply amount of the power supply area in which the power supply lane exists; and an instruction unit for issuing an instruction to travel on the power supply lane when the extra power amount calculated by the excessive power calculation unit 27 is larger than a first threshold value.SELECTED DRAWING: Figure 1

Description

TECHNICAL FIELD The present disclosure relates to a travel route instruction device, a power management system, and a server that instruct to travel a travel route to a set destination.

2. Description of the Related Art In recent years, electric vehicles using a battery as a driving force source, such as an electric vehicle using a battery as a driving force source and a hybrid vehicle using a battery as a part of the driving force source, are becoming popular. With the spread of such electric vehicles (hereinafter also simply referred to as "vehicles"), when charging the batteries mounted on the electric vehicles, the battery can be charged while the vehicle is stopped. Plans are underway to commercialize "spots" and "power supply lanes" that can charge the battery while the vehicle is running. In response to the plan to put the "power supply lane" into practical use, a technology has been proposed that provides route guidance to a destination in consideration of battery charging using the "power supply lane" and "power supply spot".

In Patent Document 1, the power margin for the power supply capacity is acquired for each power supply area, and the power margin is high (hereinafter also referred to as "power margin" and "margin"). An information providing system is disclosed that provides the location of "power supply spots" and driving routes. As a result, the electric vehicle can be charged in a power supply area with a high power margin, and the power margin between a plurality of power supply areas can be smoothed.

Patent Literature 2 discloses a navigation device that displays two different routes: a reference route created based on a normal route searched using map information, and a power supply route searched with priority given to a "power supply lane." and the user can select a route that suits his/her purpose.

JP 2013-213799 A JP 2013-200247 A

In Patent Document 1, in addition to the above, regardless of the remaining battery capacity (State Of Charge: SOC), when the destination is set, a power supply spot in a power supply area with a high power margin (low power usage rate) is selected. It is disclosed that a travel route may be set through. However, Patent Document 1 compares the margins of a plurality of power supply areas, and does not change the travel route based on the power margin in one power supply area. As a result, the power supply area cannot consume power when the power margin is high, and the power plant that supplies the power must adjust the amount of power generated.

In Patent Document 2, the power supply lane can be presented to the user, but problems similar to those described above may occur.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned circumstances, and its object is to provide a driving route indicating device that can promote power consumption when there is a surplus in power supply by utilizing power supply lanes. It is to provide a management system and a server.

The present invention is a travel route indicating device that indicates a travel route to a destination of an electric vehicle whose battery can be charged by contactless charging from a power supply lane, and the maximum amount of power supply in the power supply area where the power supply lane exists. and an instruction unit that instructs to travel in the power supply lane when the margin calculated by the margin calculating unit is greater than the first threshold.

As described above, when the margin amount is greater than the first threshold value, that is, when there is margin in the power supply, the electric vehicle can be run on the power supply lane and used for charging. As a result, since the surplus amount can be consumed in charging, the adjustment amount of power generation by the power plant can be suppressed.

Preferably, when the remaining capacity of the battery is less than a predetermined value, the vehicle is instructed to travel in the power supply lane.

Vehicles below the predetermined value, that is, low SOC vehicles can be charged more than high SOC vehicles. As described above, more electric power can be consumed by running and charging the low SOC vehicle.

Preferably, when the margin amount is larger than the first threshold value, the greater the margin amount, the more the electric vehicles are instructed to travel in the power supply lane. Alternatively, when the margin amount is greater than a second threshold that is a value greater than the first threshold, more electric vehicles run in the power supply lane than when the margin amount is greater than the first threshold and less than the second threshold. give instructions to

As described above, when the margin amount is a large value, more electric vehicles can be driven on the power supply lane, and more electric power can be consumed than when it is not.

Preferably, when the margin amount is greater than the second threshold, the instruction is given to reduce the speed of the electric vehicle traveling in the power supply lane compared to when the margin amount is greater than the first threshold and less than the second threshold.

As described above, the larger the margin, the smaller the speed of the electric vehicle traveling in the power supply lane, so that more electric power can be supplied than when the speed is high. As a result, more power can be supplied when there is a margin in power supply.

A power management system of the present disclosure includes a server, power equipment, and power supply lanes. The server manages power for its jurisdiction. A power plant utilizes renewable energy to generate electricity and feed the grid in its jurisdiction. The power supply lane charges the electric vehicle in a contactless manner with part of the electric power generated by the electric power equipment. The server detects power supply and power demand in its jurisdiction area. The server instructs at least one electric vehicle to travel on the power supply lane when surplus power is detected based on the power supply amount and the power demand amount.

As described above, since the power equipment uses natural energy to generate power, it is possible to generate power while protecting the global environment. In addition, surplus power may become large due to changes in natural energy. Even in this case, at least part of the surplus electric power can be consumed by causing the electric vehicle to run on the power supply lane. Therefore, waste of surplus power can be reduced.

Preferably, the server obtains the travel plan route of at least one electric vehicle. The at least one electric vehicle is an electric vehicle that is estimated to travel in the power supply lane based on the travel plan route.

As described above, it is possible to allow the electric vehicle to consume at least part of the surplus electric power while suppressing the driver of the electric vehicle from changing the travel route.

Preferably, the server instructs the at least one electric vehicle to travel on the power supply lane by transmitting a request signal to the at least one electric vehicle. Also, the electric vehicle that has received the request signal transmits to the server a response signal indicating whether or not to travel in the power supply lane.

As described above, the electric vehicle that has been instructed to travel in the power supply lane can determine whether or not to travel in the power supply lane.

Preferably, the electric vehicle that has transmitted an acknowledgment signal indicating that it will travel on the power supply lane as a response signal transmits the maximum charge amount of the electric vehicle to the server.

From the above, the server can identify the maximum charge amount of the electric vehicle that has agreed to travel on the power supply lane.

Preferably, the server determines the selected electric vehicle to run on the power supply lane based on the response signal and the maximum charge amount, and calculates the charge request amount of the selected electric vehicle. Then, the server transmits the requested charging amount of the selected electric vehicle to the selected electric vehicle.

As described above, it is possible to cause the selected electric vehicle, which is an electric vehicle that travels in the power supply lane, to recognize the requested charge amount in the power supply lane.

Preferably, the server transmits information indicating that the non-selected electric vehicle is the non-selected electric vehicle out of the at least one electric vehicle.

As described above, the non-selected electric vehicle can be made to recognize that it was not selected as an electric vehicle to run on the power supply lane.

Preferably, the selected electric vehicle reduces the remaining capacity of the battery of the selected electric vehicle so that the electric power of the charging request amount transmitted from the server is charged by the power supply lane.

Due to the above, it is possible to charge the selected electric vehicle with a larger portion of the requested charging amount.

Preferably, the electric vehicle adjusts the amount of charge per unit time and the running speed of the power supply lane, and the server determines the selected electric vehicle to run on the power supply lane based on the response signal and the maximum amount of charge. and calculating the amount of charge per unit time and the running speed of the selected electric vehicle, and transmitting the amount of charge per unit time and the running speed of the selected electric vehicle to the selected electric vehicle.

As described above, it is possible to cause the selected electric vehicle, which is an electric vehicle that travels on the power supply lane, to recognize the amount of charge per unit time and the running speed.

Preferably, the server adjusts the charging amount per unit time by the power supply lane in accordance with a change in the surplus power while the electric vehicle is running on the power supply lane.

As described above, even if a change in surplus power occurs while the electric vehicle is running on the power supply lane, the change in surplus power can be absorbed by adjusting the charging amount per unit time.

A server of the present disclosure manages power for a jurisdictional area. The server has a communication interface and a processor. A communication interface communicates with the electric vehicle. An electric vehicle is charged by a power supply lane in a contactless manner with at least a portion of electric power generated by power equipment that uses natural energy to generate electric power. A processor detects power supply and power demand in a jurisdiction area. The processor instructs the electric vehicle to travel in the power supply lane when the surplus amount is detected based on the power supply amount and the power demand amount.

As described above, since the power equipment uses natural energy to generate power, it is possible to generate power while protecting the global environment. In addition, surplus power may become large due to changes in natural energy. Even in this case, at least part of the surplus electric power can be consumed by causing the electric vehicle to run on the power supply lane. Therefore, waste of surplus power can be reduced.

A server of the present disclosure manages power for a jurisdictional area. The server has a communication interface and a processor. A communication interface communicates with the electric vehicle. The electric vehicle discharges to the discharge lane in a non-contact manner. A processor detects power supply and power demand in a jurisdiction area. The processor instructs the electric vehicle to travel in the discharge lane when the power shortage is detected based on the power supply amount and the power demand amount.

As described above, since the power equipment uses natural energy to generate power, it is possible to generate power while protecting the global environment. In addition, power shortages may become significant due to changes in natural energy and the like. Even in this case, the insufficient power can be compensated for by the discharged power by running the electric vehicle on the discharge lane.

According to the present invention, power supply lanes can be used to promote power consumption when there is a margin in power supply.

It is a schematic diagram in a 1st embodiment. FIG. 4 is a conceptual diagram showing a route searched by a route search unit that constitutes the travel route instruction server in the first embodiment; It is an example of a display when the driving route is changed from the normal route to the charging route, displayed on the display unit that constitutes the driving route instruction server in the first embodiment. 4 is a flow chart until a charging route is indicated in the first embodiment; It is the schematic in 2nd Embodiment. FIG. 10 is a flowchart up to instructing a charging route in the second embodiment; FIG. FIG. 11 is a flow chart until a charging route is indicated in Modification 1 of the second embodiment; FIG. It is a schematic diagram of a power management system in a 3rd embodiment. It is a schematic diagram in a 3rd embodiment. It is an example of vehicle DB. It is an example of a charge/discharge lane DB. It is a flow chart in a 3rd embodiment. It is a flow chart in a 3rd embodiment. It is a flow chart in a 3rd embodiment. It is a flow chart in a 3rd embodiment. It is an example of a display of a charge propriety screen. It is an example of vehicle DB in the modification of 3rd Embodiment. It is a flowchart in the modification of 3rd Embodiment.

(First embodiment)
FIG. 1 is a schematic diagram showing this embodiment, and the "travel route instruction device" in this embodiment is the travel route instruction server 20. As shown in FIG.

The travel route instruction server 20 includes a data storage unit 21, a communication unit 22, a power supply monitoring unit 23, a power demand monitoring unit 24, and a control unit 25, as shown in FIG. The travel route instruction server 20 is configured using one or more computers including a CPU (Central Processing Unit), an FPGA (Field Programmable Gate Array), a ROM (Read Only Memory), and a RAM (Random Access Memory). be done.

The data storage unit 21 is composed of a storage medium such as a hard disk or flash memory, and stores vehicle information including map information, power supply lane information, power demand amount, power supply capacity, position information, and vehicle ID. . The power supply lane information is position coordinates of a road (hereinafter referred to as "power supply lane") on which the non-contact charging facility is provided.

The communication unit 22 receives road traffic information or FM multiplex broadcasting from the VICS (registered trademark) center by means of optical beacons or radio wave beacons output from transmitters provided along the road. Also, it connects to the network 10 to communicate with the vehicle 30 and the power supply lane, and acquires information for updating various information in the data storage unit 21 to the latest one. The communication unit 22 corresponds to the “instruction unit” in the present invention, and transmits the travel route of the vehicle 30 and an instruction to change the travel route.

The power supply monitoring unit 23 monitors the amount of power that can be supplied by a power company (not shown). In this embodiment, the power supply monitoring unit monitors the maximum power supply amount supplied to the power supply area in which the power supply lane exists as the power supply amount. The power supply capacity includes, for example, power supply to large-volume consumers such as factories, hotels, and commercial buildings, and small-volume consumers such as general households. , power that can be supplied to the power supply lane. The power suppliable amount may be a predicted value or a predetermined fixed value.

The power demand monitoring unit 24 monitors the amount of power demanded by consumers. In the present embodiment, the power demand monitoring unit 24 monitors the usage of power in the power supply area in which the power supply lane exists as the power demand. The power demand is, for example, the power demand including large and small consumers. As another example, the power demand may be a charging request for charging in the power supply lane. Also, the power demand may be a predicted value or a predetermined fixed value.

Here, the vehicle 30 mainly includes a battery 31 for storing electric power, a motor 32 driven by the electric power stored in the battery 31 as a power source, and a navigation device 35 . Note that the vehicle 30 may be a vehicle equipped with an internal combustion engine in addition to the above.

The vehicle 30 is provided with an SOC sensor 33 that measures the SOC, which is the amount of electric power stored in the battery 31, and a vehicle speed sensor 34 that measures the speed of the vehicle 30 based on the rotation of the motor 32. Then, vehicle information including outputs from the SOC sensor 33 and the vehicle speed sensor 34 and a vehicle ID capable of identifying each vehicle is transmitted from the communication unit 38 to the communication unit 22 of the travel route instruction server 20 via the network 10. .

In addition, the battery 31 of the vehicle 30 can be charged in a non-contact manner while the vehicle 30 is traveling through a power supply lane provided on the road. As a method of non-contact charging while driving, for example, using a transmission method such as magnetic coupling (electromagnetic induction), electric coupling, magnetic resonance coupling (magnetic resonance), or electric resonance coupling (electric field resonance), it is installed on the ground. A known technique for contactlessly transmitting power between a power transmission device provided in the vehicle 30 and a power reception device 42 provided in the vehicle 30 is used. Note that contactless charging is also called contactless power supply, contactless power transmission, wireless power transmission, or wireless power supply. In addition to non-contact charging through the power supply lane described above, charging from non-contact charging equipment at a charging stand or contact charging equipment may be possible.

The navigation device 35 includes a GPS receiver 36 , an input unit 37 , a communication unit 38 , a travel route storage unit 39 , a display unit 40 and an audio output unit 41 .

The GPS receiver 36 detects positional information including the current location and direction of travel of the vehicle 30 using a GPS (Global Positioning System), and receives radio waves from three or more GPS satellites orbiting the earth. and process it as a means to detect the current position.

In this embodiment, the input unit 37 is configured by a touch panel, and the user inputs route search conditions such as a destination, a waypoint, and a preferred road type via the touch panel and buttons. The input section 37 is also used when the user selects a preferred route from among a plurality of routes to the destination presented by the display section 40 . The input unit 37 may use a mechanical button or a voice input device such as a microphone instead of the touch panel.

The communication unit 38 connects to the network 10, communicates with the above-described travel route instruction server 20, and transmits position information and receives travel routes.

The travel route storage unit 39 is configured by a storage medium such as a hard disk or flash memory, and stores travel routes received by the communication unit 38 .

The display unit 40 is configured by a display panel such as a liquid crystal panel. The display unit 40 displays a searched route, a map image based on map information, a selected route, a current position, and the like during route guidance. Also, the navigation device 35 acquires information such as the remaining capacity of the battery 31, and displays the state of the vehicle 30 based on the acquired information.

The audio output unit 41 is composed of a speaker, and outputs audio guidance for route guidance, audio necessary for operating the navigation device 35, buzzer sounds such as warnings, and the like.

Returning to the travel route instruction server 20 of FIG. 1, the description is continued. The control unit 25 is composed of a processor including a CPU, ROM, and RAM (none of which are shown), and executes predetermined processing based on control programs recorded in the ROM and RAM to control the operation of each unit of the navigation device 35. to control. In the present embodiment, the control unit 25 reads out and executes the control program recorded in the ROM or RAM. It is also possible to provide the control unit 25 with the

By executing the control program, the control unit 25 realizes a functional configuration including a route search unit 26, a surplus power calculation unit 27, and a travel route determination unit 28. FIG.

The route search unit 26 refers to the information stored in the data storage unit 21 to search for a route to the destination set by the user of the vehicle 30 through the input unit 37 based on the position information received by the communication unit 22 . conduct.

At this time, if the target vehicle is not an electric vehicle but a gasoline vehicle or the like, the route search unit 26 searches for the shortest route using the map information in the data storage unit 21 under the set search conditions (hereinafter referred to as , referred to as the “normal route”).

On the other hand, when targeting an electric vehicle as in the present embodiment, the route searching unit 26 searches for charging routes in addition to searching for normal routes.

A normal route is a route searched using only map information without considering power supply lane information. Therefore, the normal route is the shortest route connecting the current position of the vehicle and the set destination under the set conditions. Specifically, the shortest route is searched based on the set conditions and the road information included in the map information.

It should be noted that the set conditions are not simply the condition that the distance to the destination is the shortest, but also the conditions set by the user, such as avoiding toll roads as much as possible, and using wide roads as much as possible. There are conditions.

Unlike the normal route, the charging route is a route searched using map information, remaining battery capacity information from the SOC sensor 33, and power supply lane information. Since this charging route is a route to the destination while traveling in the power supply lane as much as possible, it may be a detour route compared to the normal route, depending on the searched route.

Here, FIG. 2 shows the normal route and the charging route searched by the route searching unit 26. As shown in FIG. Regarding the route between the current location S and the set destination G, the normal route A is indicated by a dashed line. A charging path B is indicated by a solid line.

As shown in FIG. 2, the normal route A is the shortest route among the routes connecting the current position S and the destination G. As shown in FIG.

Since the charging route B is a route searched with priority given to the power supply lane so as to use the power supply lane as much as possible, the route to the destination G is a circuitous route compared to the normal route A. . The charging route C is a route to the destination G passing through the power supply lane roads E1, E2, and E3.

FIG. 3 shows a display method of the travel route by the display unit 40, and is a display example when the travel route is changed from the normal route to the charging route. In this embodiment, characters and a map are displayed on the screen so that the user can grasp the change of the travel route.

The surplus power calculation unit 27 calculates the surplus power amount from the available power supply amount obtained by the power supply monitoring unit 23 and the power demand amount obtained by the power demand monitoring unit 24 . In the present embodiment, it is assumed that "(power surplus amount)=(available power supply amount)-(power demand amount)". The surplus power calculator 27 corresponds to the "surplus amount calculator" in the present invention.

The travel route determination unit 28 determines the travel route of the vehicle 30 . Specifically, the travel route is received from the communication unit 38 of the vehicle 30 via the communication unit 22, and it is determined whether the selected travel route is the normal route or the charging route.

The travel route instruction server 20 in this embodiment has the configuration described above. Next, specific operations up to displaying the searched route will be described in detail with reference to the flow chart of FIG.

First, the route search unit 26 searches for a normal route (S100). As described above, this normal route is obtained by using the map information in the data storage unit 21 to determine the shortest route connecting the current positions of the plurality of vehicles 30 acquired by the travel route instruction server 20 and the set destination. to explore. This normal route is called a recommended route and corresponds to the most efficient route.

In addition, the route search unit 26 searches for a charging route based on map information, remaining capacity information from the SOC 33, and power supply lane information. This is a route that is searched to reach the destination while traveling on the charging road.

Next, the communication unit 22 transmits the searched normal route and charging route to the communication units 38 of the plurality of vehicles 30 (S101). The two transmitted travel routes are stored in the travel route storage unit 39 , and the user selects a travel route via the display unit 40 .

Next, the power supply monitoring unit 23 acquires the amount of power that can be supplied to the power supply area where the power supply lane exists, and the power demand monitoring unit 24 calculates the power demand amount in the power supply area where the power supply lane exists. Acquire (S102).

Next, the surplus power calculation unit 27 calculates the surplus power amount from the power suppliable amount and the power demand amount (S103).

When the power margin is equal to or greater than α (Yes in S103), it is determined whether the travel route selected by the user is a normal route (S104). Specifically, the selected travel route is received by the communication unit 22 from the communication unit 38 of the vehicle 30, and determination is made based on the reception result. Here, α corresponds to the "first threshold".

When the selected travel route is the normal route (Yes in S104), communication unit 22 transmits an instruction to change to the charging route to communication unit 38 of vehicle 30 (S105). The charging route is displayed on the display unit 40 of the vehicle 30 as shown in FIG. 3, and the vehicle 30 travels in the power feeding lane. In addition, for example, the travel route may be selectable by the user's input to the input unit 37 . In this case, the operation should be performed when the vehicle 30 is stopped. Alternatively, the change instruction may be notified to the user by the voice output unit 41 .

Thus, when the power margin is greater than the first threshold, that is, when there is a margin in power supply, the electric vehicle can be run on the power supply lane and used for charging. As a result, since the surplus power amount can be consumed for charging, it is possible to suppress the adjustment amount of the power generation amount by the power plant.
(Modification 1 of the first embodiment)
The basic configuration of the travel route indicating device of this embodiment is the same as that of the first embodiment, and the difference from the first embodiment is that the SOC measurement result is used to identify the target vehicle. Specifically, based on the SOC measurement result among the vehicle information received from the communication unit 38 of the vehicle 30 via the communication unit 22, when the SOC is less than a predetermined value, an instruction to travel in the power supply lane is given. The predetermined value in this embodiment indicates a fixed value of 50%. The predetermined value may be electric power required to reach the destination set in the navigation device 35 .

Specifically, in S104 of FIG. 4 in the first embodiment, it is determined whether or not the SOC is less than a predetermined value, together with specifying the vehicle traveling on the normal route. As a result, the target vehicle traveling on the charging route is a vehicle with an SOC less than the predetermined SOC, that is, a low SOC vehicle. Since a low SOC vehicle can be charged more than a high SOC vehicle, a large amount of electric power can be consumed by running the low SOC vehicle as in the present embodiment, resulting in a surplus of electric power. can be effectively suppressed.
(Second embodiment)
The basic configuration of the traveling route indicating device according to the second embodiment of the present invention is the same as that of the first embodiment. The number of vehicles 30 to be driven on the power supply lane is increased or decreased by the target vehicle specifying unit 29 .

FIG. 5 is a schematic diagram of this embodiment. The target vehicle identification unit 29 identifies the target vehicle whose travel route is to be changed from the normal route to the charging route. Specifically, the number of vehicles traveling on the charging route (hereinafter referred to as “target vehicles”) is increased when the surplus power amount calculated by the surplus power calculation unit 27 is large. Further, when the target vehicle is specified, if the travel route is changed to the charging route based on the position information of the vehicle 30 stored in the data storage unit 21, the degree of detour from the normal route is small, that is, the detour does not occur. The target vehicle is determined in order from the vehicle 30 .

FIG. 6 is a flowchart for explaining this embodiment. The same method as in the first embodiment (with the same serial number) will be omitted, and the description will start from S204.

When the power margin is equal to or greater than α (Yes in S103), the vehicle 30 traveling on the normal route is identified (S204). Specifically, the selected travel routes are received by the communication unit 22 from the communication units 38 of the plurality of vehicles 30, and the travel route determination unit 28 identifies the vehicle 30 traveling on the normal route based on the reception result. .

Next, the vehicle to be changed from the driving route to the charging route is identified based on the power margin (S205). Specifically, when the power margin calculated by the surplus power calculator 27 is large, the number of target vehicles is increased compared to when it is small. In addition, when the target vehicle is changed to the charging route, the target vehicle is specified in order from the vehicle 30 that has a small detour from the normal route, that is, does not take a detour.

Next, the target vehicle specified in S205 is instructed to change from the normal route to the charging route (S206). Specifically, the communication unit 22 transmits an instruction to change to the charging route to the communication unit 38 of the target vehicle. The charging route is displayed on the display unit 40 of the vehicle 30 as shown in FIG. 3, and the target vehicle is navigated so as to run in the power supply lane.

In this way, when the margin amount is a large value, more electric vehicles can run on the power supply lane and consume more electric power than when it is not.
(Modification 1 of the second embodiment)
The basic configuration of the travel route indicating device according to the second embodiment of the present invention is the same as that of the second embodiment, and the difference is that a threshold value is used when identifying the target vehicle based on the power margin. is.

FIG. 7 is a flowchart for explaining this embodiment. The same method as in the first and second embodiments (same serial numbers are given) will be omitted, and the description will start from S305.

Among the vehicles 30 traveling on the normal route identified in S204, the target vehicle whose travel route is to be changed to the charging route is identified (S305). Specifically, as in the second embodiment, X vehicles 30 are selected as target vehicles in descending order of the degree of detour.

Next, it is determined whether or not the surplus power amount calculated by the surplus power calculation unit 27 is greater than or equal to β, which is greater than α (S306). Here, β corresponds to the "second threshold".

When the power margin is equal to or greater than β (Yes in S306), the number of target vehicles is changed from X to Y (S307).

Next, the target vehicle is instructed to change the travel route from the normal route to the charging route (3108). Specifically, the communication unit 22 transmits an instruction to change to the charging route to the communication unit 38 of the target vehicle. The charging route is displayed on the display unit 40 of the vehicle 30 as shown in FIG. 3, and the target vehicle is navigated so as to run in the power supply lane.

In this way, by setting a plurality of thresholds and increasing the number of target vehicles traveling on the charging route in stages, when the margin is a large value, more electric vehicles can be used than when it is not. It can run on power lanes and consume more power.
(Modification 2 of the second embodiment)
In the second embodiment, many vehicles are driven on the power supply lane when the power margin is large, but in this embodiment, when the power margin is large, the speed of the target vehicle traveling on the power supply lane is reduced. . Specifically, when the target vehicle identified by the target vehicle identification unit 29 runs in the power supply lane, the display unit 40 of the vehicle 30 displays a message indicating that the speed should be reduced, prompting the user to reduce the speed.

As described above, the speed of the vehicle traveling in the power supply lane is reduced when the power margin is large, and the vehicle stays in the power supply lane for a longer time than when the speed is high, so that a large amount of power can be supplied. As a result, more power can be consumed by charging when there is a surplus in power supply.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above examples. Various modifications may be made as appropriate within the scope of achieving the object of the present invention, and the embodiments according to the present invention described so far can also be combined with each other.

Note that the travel route indication device may not be a server, and the travel route indication device may be mounted on the vehicle 30, for example. Alternatively, only the route searching unit 26 may be mounted on the vehicle 30 . Alternatively, a travel route indicating device may be mounted on the vehicle 30 . Also, the vehicle 30 may be an automatically driven vehicle, and in this case, automatically operates based on the travel route.

(Third embodiment)
Next, a third embodiment will be described. FIG. 8 is a diagram showing a schematic configuration of power management system 100 according to the present embodiment. The power management system 100 typically corresponds to a virtual power plant (VPP). The power management system 100 includes a CEMS 1 , a travel route instruction server 20 , a power receiving and transforming facility 3 , a power system 4 , and a power transmission/distribution company server 5 . CEMS means Community Energy Management System or City Energy Management System.

The CEMS 1 includes a factory energy management system (FEMS) 11, a building energy management system (BEMS) 12, a home energy management system (HEMS) 13, and a generator. 14, a naturally fluctuating power supply 15, an energy storage system (ESS) 16, an electric vehicle supply equipment (EVSE) 17, a vehicle 30, a heat storage system 19, and a charge/discharge lane 9 including. In CEMS 1, these components (components including charge/discharge lane 9 and the like) construct microgrid MG.

FEMS11 is a system which manages the supply and demand of the electric power used in a factory. The FEMS 11 includes factory buildings (including air conditioners, lighting fixtures, etc.), industrial facilities (production lines, etc.), and the like, which are operated by power supplied from the microgrid MG. Although not shown, the FEMS 11 may include power generation equipment (generator, solar panel, etc.) installed in the factory. Electric power generated by these power generation facilities may be supplied to the microgrid MG. In addition, the FEMS 11 may include a power generation facility (solar panel, etc.), or may include a cold heat source system (waste heat recovery system, heat storage system, etc.). The FEMS 11 further includes a FEMS server 110 capable of two-way communication with the travel route instruction server 20 .

BEMS12 is a system which manages the supply and demand of the electric power used in buildings, such as an office or a commercial facility. The BEMS 12 includes air conditioners and lighting fixtures installed in the building. BEMS 12 may include power generation equipment and/or cold source systems. The BEMS 12 further includes a BEMS server 120 capable of two-way communication with the driving route instruction server 20 .

HEMS13 is a system which manages the supply and demand of the electric power used at home. The HEMS 13 includes household appliances (air conditioners, lighting fixtures, other electrical appliances, etc.) that operate on power supplied from the microgrid MG. The HEMS 13 may also include a solar panel, a domestic heat pump system, a domestic cogeneration system, a domestic storage battery, and the like. The HEMS 11 further includes a HEMS server 130 capable of two-way communication with the travel route instruction server 20 .

The generator 14 is a power generation facility that does not depend on weather conditions, and outputs the generated power to the microgrid MG. Generator 14 may include a steam turbine generator, a gas turbine generator, a diesel engine generator, a gas engine generator, a biomass generator, a stationary fuel cell, or the like. The generator 14 may include a cogeneration system that utilizes heat generated during power generation.

Naturally fluctuating power supply 15 uses natural energy to generate electric power. In other words, the naturally fluctuating power supply 15 is a power generation facility whose power generation output fluctuates depending on weather conditions and the like, and outputs the generated power to the microgrid MG. Natural energy is energy obtained from natural phenomena such as, for example, sunlight, heat, wind, tidal power, and geothermal heat. Note that FIG. 8 illustrates a photovoltaic power generation facility (solar panel), but the naturally fluctuating power supply 15 may include a wind power generation facility instead of or in addition to the photovoltaic power generation facility. Since the power management system 100 includes the naturally fluctuating power supply 15 to generate power using natural energy, it is possible to generate power while protecting the global environment. The naturally fluctuating power supply 15 is power equipment that uses natural energy to generate electric power.

The power storage system 16 is a stationary power storage device that stores power generated by the naturally fluctuating power supply 15 or the like. This power storage device is a secondary battery such as a lithium-ion battery or a nickel-metal hydride battery. However, the power storage system 16 is not limited to a secondary battery, and may be a power to gas device that uses surplus power to produce gaseous fuel (hydrogen, methane, etc.).

Charging/discharging facility 17 is a charging station configured to perform at least one of charging vehicle 30 and discharging vehicle 30 . The charging/discharging equipment 17 may be a home charger. The charging/discharging equipment 17 may be configured to be electrically connected to the microgrid MG and discharge (power supply) to the microgrid MG.

The heat storage system 19 includes a heat storage tank provided between the heat source equipment and the load (air conditioning equipment, etc.), and is configured to temporarily store the liquid medium in the heat storage tank in a heat-retaining state. By using the heat storage system 19, the generation and consumption of heat can be staggered in time. For example, it is possible to store the heat generated by consuming electric power to operate the heat source equipment at night in a heat storage tank, and to consume the heat during the daytime for air conditioning.

The vehicle 30 is, for example, a plug-in hybrid vehicle (PHV), an electric vehicle (EV), or the like. A hybrid vehicle is a vehicle powered by gasoline and electric power. Vehicle 30 is configured to receive power from microgrid MG by connecting a charging cable extending from charging/discharging facility 17 to an inlet (not shown) of vehicle 30 (external charging). The vehicle 30 may be configured to supply power to the microgrid MG (external power supply) by connecting a charging cable to an outlet (not shown) of the vehicle 30 . The vehicle 30 is also called an "electric vehicle".

Vehicle 30 includes an ECU (Electronic Control Unit) 302 and a communication module 303 . The ECU 302 is an example of a “control device” and includes a processor such as a CPU (Central Processing Unit) and memories such as a ROM (Read Only Memory) and a RAM (Random Access Memory). The processor is configured to execute predetermined arithmetic processing described in the program. The memory stores programs executed by the processor. Furthermore, the memory temporarily stores data generated by execution of programs in the processor and data input via communication module 303 . The ECU 302 controls each device in the vehicle 30 so that the vehicle 30 is in a desired state based on the detected values of various sensors (not shown) and the programs stored in the memory. Also, the ECU 302 can communicate with an external device (eg, the travel route instruction server 20) via the communication module 303. FIG.

In charging/discharging lane 9, at least one of charging and discharging of vehicle 30 existing on charging/discharging lane 9 (for example, running in charging/discharging lane 9) is performed in a non-contact manner. The charge/discharge lane 9 includes one or more power transmission/reception units 90 and a controller 95 . The power transmission/reception unit 90 performs at least one of charging and discharging the vehicle 30 in a non-contact manner. In the present embodiment, a configuration in which power transmission/reception unit 90 charges vehicle 30 in a non-contact manner will be mainly described. Each power transmission/reception unit 90 includes a power transmission coil (not shown). The transmitting coil is electrically connected to an AC power supply (not shown). Further, the power transmission/reception unit 90 is provided with a sensor (optical sensor, weight sensor, etc.) (not shown) for detecting the vehicle 30 (or the power reception device 42) positioned within the contactless charging range.

Controller 95 identifies the position of vehicle 30 (or power receiving device 42) based on the detection signals from the sensors described above. Then, the controller 95 supplies AC power from the AC power supply to the power transmitting/receiving coil of the power transmitting/receiving unit 90 located within the vehicle 30 and within the contactless charging range.

In the example shown in FIG. 8, FEMS 11, BEMS 12, HEMS 13, generator 14, naturally fluctuating power supply 15, power storage system 16, charge/discharge equipment 17, vehicle 30, heat storage system 19, charge/discharge lane 9 included in CEMS 1 Although the number is one each, the number of these systems or facilities included is arbitrary. CEMS1 may include a plurality of these systems or facilities, and there may be systems or facilities that are not included in CEMS1. FEMS11, BEMS12 and/or HEMS13 may contain facilities, such as a generator, and may contain electric power facilities and vehicles.

The travel route instruction server 20 is a computer that executes processing for managing power adjustment resources in the CEMS 1 and processing for instructing the travel route of the vehicle 30 to be managed. Power regulation resources are such as the components described above. The power regulating resource management process is management of power supplied to the power regulating resource in the jurisdiction area and power demand in the jurisdiction area. In the example of FIG. 8, the jurisdiction area is the area to which CEMS1 belongs. In other words, the amount of power supply and the amount of power demand of each component (FEMS 11, etc.) belonging to the CEMS 1 are managed.

The travel route instruction server 20 includes a control device 201 , a storage device 202 and a communication device 203 . The control device 201 includes a processor and is configured to execute predetermined arithmetic processing. The storage device 202 includes a memory that stores programs executed by the control device 201, and stores various information (maps, relational expressions, parameters, etc.) used in the programs. The storage device 202 also includes a database and stores data (power generation history, power consumption history, etc.) related to the power of the system or equipment included in the CEMS 1 . The communication device 203 includes a communication interface and is configured to communicate with the outside (other servers, etc.).

The travel route instruction server 20 may be an aggregator server. An aggregator is an electric utility that bundles multiple power regulation resources and provides energy management services. The travel route instruction server 20 corresponds to the "server" of the present disclosure. Also, the servers (110, 120, 130) included in each system of the FEMS 11, BEMS 12 and HEMS 13 can also be referred to as "servers" according to the present disclosure.

Further, different servers may execute the processing for managing the power adjustment resource in the CEMS 1 and the processing for instructing the travel route of the vehicle 30 to be managed. The power adjustment resource management process in the CEMS 1 may be performed by, for example, the CEMS server, and the travel route instruction server 20 may perform the process of instructing the travel route of the vehicle 30 to be managed.

The power receiving and transforming equipment 3 is provided at a power receiving point (interconnection point) of the microgrid MG, and is configured to switch parallel (connection)/disconnection (disconnection) between the microgrid MG and the power system 4 . The power receiving and transforming equipment 3 is also connected to a fluctuating natural power supply 15 . The power receiving and transforming equipment 3 includes a switchgear on the high voltage side (primary side), a transformer, a protective relay, a measuring device and a control device, although none of them are shown. When the microgrid MG is interconnected with the power system 4, the power receiving and transforming equipment 3 receives, for example, extra-high voltage (voltage exceeding 7000 V) AC power from the fluctuating natural power supply 15 and the power system 4. Power is stepped down and supplied to the microgrid MG. In addition, the power generated by the power regulating resource (for example, the naturally fluctuating power supply 15) that generates power among the power regulating resources in the CEMS 1 is also supplied to the microgrid MG.

The power system 4 is a power network constructed by power plants and power transmission and distribution facilities. In this embodiment, the electric power company serves as both a power generation company and a power transmission/distribution company. The electric power company corresponds to a general power transmission and distribution business operator and also to an administrator of the electric power system 4 and maintains and manages the electric power system 4 .

The power transmission/distribution company server 5 is a computer that belongs to an electric power company and manages power supply and demand of the power system 4 . The power transmission/distribution company server 5 is also configured to be capable of two-way communication with the travel route instruction server 20 .

FIG. 9 is a schematic diagram of devices communicating with each other in this embodiment. A comparison between FIG. 9 and FIG. 1 reveals that the vehicle 30 in FIG. The processing unit 50 performs various decisions, generates various signals, transmits such signals, and receives various signals from external devices, as shown in FIGS. 12-15 described below.

9 and FIG. 1 are different in FIG. 9 in that a controller 95 is included in the equipment to be communicated between the vehicle 30 and the travel route instruction server 20 . The example of FIG. 9 shows a plurality of controllers 95 provided for each of the plurality of charge/discharge lanes.

An administrator of CEMS 1 and a power company that maintains and manages power system 4 conclude a contract regarding the amount of power to be supplied from power system 4 to microgrid MG every predetermined period (for example, every 30 minutes). there is In the present embodiment, according to this contract, the travel route instruction server 20 adjusts at least one of the power supply amount and the power demand amount so that the power supply amount and the power demand amount substantially match.

The power supply amount is power supplied to each component in CEMS 1 by microgrid MG from power system 4 and other facilities (for example, fluctuating power supply 15 in FIG. 8). Moreover, the electric power demand is the electric power demand of each component in CEMS1.

Control that adjusts the power supply amount so that the power supply amount and the power demand amount approximately match is called "simultaneous same amount", and in particular, when the period is 30 minutes, "30 minutes simultaneous same amount is called.

In addition, the target period of the same amount at the same time is not limited to 30 minutes. The simultaneous same dose period may be shorter than 30 minutes (eg, 10 minutes) or longer than 30 minutes (eg, 1 hour). The period covered by simultaneous and equal amounts can be arbitrarily determined by contract.

Here, the power supplied to each component within the CEMS 1 by the microgrid MG includes the power generated by the naturally fluctuating power supply 15 in FIG. Therefore, the amount of power generated by the renewable energy source 15 may fluctuate greatly due to sudden fluctuations in natural energy. For example, if the variable renewable power source 15 is a solar panel, the "sudden change in natural energy" is an increase in solar irradiation due to cloud movement. In this way, when the amount of power generated by the naturally fluctuating power supply 15 becomes larger than expected and the generated power is discarded, the power is wasted.

Therefore, in this embodiment, the power supply monitoring unit 23 of the travel route instruction server 20 monitors the power supply amount described above. Thereby, the power supply monitoring unit 23 acquires the current value of the power supply amount. Also, the power demand monitoring unit 24 of the travel route instruction server 20 monitors the above-described power demand. Thereby, the power demand monitoring unit 24 acquires the current value of the power demand.

Then, the surplus power calculator 27 detects surplus power based on the power supply amount and the power demand amount. The surplus power calculator 27 performs, for example, a calculation of subtracting the power demand from the power supply. If the calculated value derived by the calculation is positive, it means that surplus power is generated. The surplus power calculator 27 detects the positive calculated value as surplus power. In particular, as described above, the power supplied to each component within the CEMS 1 by the microgrid MG includes the power generated by the naturally fluctuating power supply 15 of FIG. Sudden fluctuations in renewable energy can therefore result in large surplus power. It should be noted that the surplus power may be the aforementioned surplus amount that is equal to or greater than the first threshold.

When detecting surplus power, the travel route instruction server 20 instructs (guides) at least one vehicle 30 to travel in the power supply lane. Therefore, in power management system 100 of the present embodiment, the power supply lane can be used to encourage the user of vehicle 30 to consume power when there is a margin in power supply. Thereby, the power management system 100 can suppress waste of surplus power.

[table]
The travel route instruction server 20 has various tables. The various tables are stored in the data storage unit 21 . A table is also called a DB (Data Base). FIG. 10 is an example of a vehicle DB (Data Base). A user of the vehicle 30 not participating in the power management system 100 applies to the administrator of the power management system 100 or the like to participate in the power management system 100 . When the administrator of the power management system 100 or the like approves the participation application, the vehicle ID of the vehicle 30 is assigned and registered in the vehicle table. Thus, the vehicle ID is information associated with the vehicle 30 and information for the travel route instruction server 20 to recognize the vehicle 30 .

Further, the vehicle ID is associated with the vehicle type, maximum charge amount, charge request amount, and vehicle position. The vehicle type includes selected vehicles and non-selected vehicles. The maximum charge amount is the maximum amount that can be charged to the battery 31 of the vehicle with the vehicle ID associated with the maximum charge amount. The requested charge amount is an amount that the travel route instruction server 20 requests to charge the vehicle having the vehicle ID associated with the requested charge amount. The vehicle type, maximum charge amount, and charge request amount will be described later.

The vehicle position is information indicating the current position of the vehicle. The position of the vehicle is coordinate information including, for example, longitude and latitude. The travel route instruction server 20 specifies the latest position (latest position information) of the vehicle 30 every predetermined time (for example, 1 second) based on, for example, GPS (Global Positioning System) information. That is, in FIG. 10, the position of the vehicle in the vehicle DB is updated every predetermined time (for example, 1 second).

FIG. 11 is an example of the charge/discharge lane DB. In the charge/discharge lane DB, charge/discharge lane IDs and ranges of charge/discharge lanes associated with the charge/discharge lane IDs are shown. The charge/discharge lane ID is identification information indicating a charge/discharge lane. Also, the range of the charge/discharge lane indicates, for example, the range of the area occupied by the charge/discharge lane. The range of charge/discharge lanes is indicated by, for example, a latitude range and a longitude range. In the present embodiment, S (S is an integer equal to or greater than 1) charge/discharge rails are defined for the charge/discharge lane DB. Further, in the present embodiment, vehicle 30 also holds charge/discharge lane DB.

[Flowchart of power management system]
12-15 are flowcharts of the power management system 100. FIG. The “server” described in FIGS. 12 to 15 corresponds to the “driving route instruction server 20 ”, and the controller corresponds to the controller 95 of the charging/discharging lane 9 . 12 to 15 are mainly executed by the control unit 25. FIG. 12 to 15, as the five vehicles 30, a first vehicle, a second vehicle, a third vehicle, a fourth vehicle, and a fifth vehicle are shown. The first vehicle, the second vehicle, the third vehicle, the fourth vehicle, and the fifth vehicle are vehicles with which the travel route instruction server 20 communicates. A first vehicle, a second vehicle, a third vehicle, a fourth vehicle, and a fifth vehicle each have the functions of the vehicle 30 shown in FIG. 12 to 15 (the first vehicle, the second vehicle, the third vehicle, the fourth vehicle, and the fifth vehicle) are mainly executed by the processing device 50. FIG.

First, in step S2, the travel route instruction server 20 determines whether or not surplus power is detected. If it is determined in step S2 that the travel route instruction server 20 has not detected surplus power (NO in step S2), the process of step S2 is repeated. On the other hand, if it is determined in step S2 that the travel route instruction server 20 has detected surplus power (YES in step S2), the process proceeds to step S4.

Next, in step S4, the travel route instruction server 20 transmits a route request signal to each vehicle (first vehicle to fifth vehicle). Here, the route request signal is a signal for requesting the vehicle for the travel plan route of the vehicle. The planned travel route is, for example, information indicating a planned travel route from the current location of the traveling vehicle to the destination. Also, the travel plan route is stored in the travel route storage unit 39 of the vehicle 30 . Further, the travel route instruction server 20 can specify the destination of a signal such as a route request signal based on the vehicle ID in FIG. 10 .

In step S<b>6 , the first vehicle that has received the route request signal transmits the travel plan route of the first vehicle to the travel route instruction server 20 . In step S<b>8 , the second vehicle that has received the route request signal transmits the travel plan route of the second vehicle to the travel route instruction server 20 . In step S<b>10 , the third vehicle that has received the route request signal transmits the travel plan route of the third vehicle to the travel route instruction server 20 . In step S<b>12 , the fourth vehicle that has received the route request signal transmits the travel plan route of the fourth vehicle to the travel route instruction server 20 . In step S<b>14 , the fifth vehicle that has received the route request signal transmits the travel plan route of the fifth vehicle to the travel route instruction server 20 .

In step S16, the travel route instruction server 20 acquires travel plan routes from each vehicle (first vehicle to fifth vehicle). Then, the travel route instruction server 20 determines whether or not each vehicle has a plan to travel in the charge/discharge lane 9 based on the travel plan route from each vehicle. This determination is realized, for example, by running route instruction server 20 determining whether or not the range of charging/discharging lane 9 is included in the coordinate range of the route defined in the travel plan route. The travel route instruction server 20 can identify the range of the charging/discharging lane 9 by referring to the charging/discharging lane DB (see FIG. 11).

If the range of the coordinates of the route defined in the travel plan route includes the range of the charging/discharging lane 9, the travel route instruction server 20 determines whether the vehicle 30 on the travel plan route travels in the charging/discharging lane 9. Then judge. Further, when the range of the charging/discharging lane 9 is not included in the coordinate range of the route defined in the travel plan route, the travel route instruction server 20 determines that the vehicle 30 on the travel plan route is in the charging/discharging lane 9. is determined not to run. In other words, the processing of step S16 is performed by the travel route instruction server 20, based on the travel plan route from each vehicle, whether or not each vehicle is estimated to travel in the charging/discharging lane 9. This is the process of determining

In the example of FIG. 12, the first to fourth vehicles correspond to "vehicles estimated to run in charging/discharging lane 9". On the other hand, the fifth vehicle corresponds to "vehicles presumed not to run in charging/discharging lane 9". In step S16, the travel route instruction server 20 transmits a request signal to each of the first to fourth vehicles, which are "vehicles estimated to travel in the charging/discharging lane 9". Here, the request signal is a signal for instructing vehicle 30 to run on charging/discharging lane 9 . That is, the travel route instruction server 20 instructs the first to fourth vehicles to travel in the charging/discharging lane 9 by transmitting request signals to the first to fourth vehicles.

At steps S18, S20, S22, and S24, each vehicle (first vehicle to fourth vehicle) that has received the request signal inquires of the driver (user) whether charging in the charging/discharging lane 9 is possible. For example, a charge availability screen is displayed on the display unit 40 of the vehicle 30 .

FIG. 16 is an example of a charge availability screen. A character image 185, a YES button 186, and a NO button 187 are displayed on the chargeability screen of FIG. The character image 185 includes an image to inquire of the driver whether or not charging in the charging/discharging lane 9 is possible, and an image of the charging price of the charging/discharging lane 9 . In the example of FIG. 16, the character image 185 includes the characters "Do you want to charge in the charging/discharging lane?" and the characters "Charging price: A yen."

The driver operates the YES button 186 when desiring charging in the charging/discharging lane 9 . If the driver does not wish to charge in charge/discharge lane 9, for example, if he/she feels that the displayed charge price (A yen) is high, he/she operates NO button 187 .

Further, in steps S18, S20, S22, and S24, when YES button 186 is operated (that is, when charging in charge/discharge lane 9 is executed), vehicle 30 The maximum charge amount is calculated with reference to the SOC. Here, the maximum charge amount is the maximum amount that the battery 31 can be charged.

In the example of FIG. 13, it is assumed that the drivers of the first to third vehicles have operated the YES button 186 and the driver of the fourth vehicle has operated the NO button 187 . In steps S26, S28, and S30, the vehicle 30 (the first vehicle to the third vehicle) for which the YES button 186 has been operated transmits a charge response signal indicating that the vehicle 30 runs in the charging/discharging lane 9. It is transmitted to the routing server 20 . Also, the vehicles 30 (first to third vehicles) transmit a maximum charge amount signal together with the charge response signal. The maximum charge amount signal is a signal indicating the maximum charge amount calculated in step S18 or the like. As a result, the travel route instruction server 20 can specify the maximum charge amount of the vehicles (first to third vehicles) that have agreed to travel on the charge/discharge lane 9 .

Further, vehicle 30 (fourth vehicle) for which NO button 187 has been operated transmits a non-charging response signal indicating that vehicle 30 does not travel in charge/discharge lane 9 to travel route instruction server 20 . Thus, the response signals include charging response signals and non-charging response signals. That is, the response signal is a signal indicating whether or not vehicle 30 travels in charging/discharging lane 9 . In this way, the vehicle instructed to travel on the charge/discharge lane 9 (the vehicle that received the request signal) can decide whether or not to travel on the charge/discharge lane 9, thereby improving the freedom of travel of the vehicle. can be made

In the example of FIG. 13, the drivers of the first to third vehicles have operated the YES button 186, so that the first to third vehicles transmit the charge response signal and the maximum charge amount signal to the travel route instruction server 20. (step S26, step S28, step S30). On the other hand, it is assumed that the driver of the fourth vehicle operates the NO button 187 so that the fourth vehicle transmits a non-charging response signal to the travel route instruction server 20 (step S32).

In step S<b>34 , the travel route instruction server 20 selects a vehicle to travel on the charging/discharging lane 9 based on the response signal from each vehicle 30 and the maximum amount of charge. Hereinafter, a vehicle that runs on charge/discharge lane 9 is also referred to as a "selected vehicle", and a vehicle that does not run on charge/discharge lane 9 is also referred to as a "non-selected vehicle".

The travel route instruction server 20 selects the vehicle that has transmitted the non-charging response signal among the vehicles that have transmitted the response signal as non-selected vehicles. In addition, the travel route instruction server 20 sets the vehicle that has transmitted the charging response signal as a candidate for the selected vehicle.

The travel route instruction server 20 determines a selected vehicle from among the candidates for the selected vehicle based on a predetermined first algorithm. The first algorithm will be briefly described below. For example, let A be the power that should be consumed (for example, surplus power determined as YES in step S2), and let a, b, and c be the maximum charge amounts of the first to third vehicles, respectively. . And suppose that A=a+b. In this case, the travel route instruction server 20 selects the first vehicle with the maximum charge amount a and the second vehicle with the maximum charge amount b as the selected vehicles. On the other hand, the travel route instruction server 20 sets the third vehicle having the maximum charge amount c as a non-selected vehicle. In this embodiment, it is assumed that the travel route instruction server 20 determines the first vehicle and the second vehicle as the selected vehicles, and determines the third vehicle as the non-selected vehicle.

Further, when the selected vehicle or the non-selected vehicle is determined, the travel route instruction server 20 updates the "vehicle type" of the vehicle DB (see FIG. 10). The travel route instruction server 20 updates, for example, the vehicle type corresponding to the vehicle ID of the first vehicle and the vehicle type corresponding to the vehicle ID of the second vehicle to "selected vehicle". The travel route instruction server 20 further updates the maximum charge amount corresponding to the vehicle ID of the first vehicle and the maximum charge amount (such as E1 or E3) corresponding to the vehicle ID of the second vehicle in the vehicle DB. Further, the travel route instruction server 20 updates the vehicle type corresponding to the vehicle ID of the third vehicle to "non-selected vehicle".

After determining the selected vehicle in step S34, the travel route instruction server 20 calculates the required charging amount for each selected vehicle based on the second algorithm in step S36. Here, the requested charge amount is the amount of electric power that the travel route instruction server 20 requests each selected vehicle to be charged through the charge/discharge lane 9 . Further, the travel route instruction server 20 updates the requested charge amount corresponding to the vehicle ID of the first vehicle and the requested charge amount (M1, M3, etc.) corresponding to the vehicle ID of the second vehicle in the vehicle DB.

Next, in step S38, the travel route instruction server 20 transmits the requested charging amount to each selected vehicle (the first vehicle and the second vehicle). Upon receiving the requested charge amount, the selected vehicle recognizes that it has been determined as the selected vehicle and that charging of the requested charge amount is requested. As a result, the travel route instruction server 20 can cause the vehicle selected as the vehicle to travel in the charging/discharging lane 9 to recognize the requested charging amount in the charging/discharging lane 9 .

Also, in step S38, the travel route instruction server 20 transmits a non-selection signal to the non-selected vehicle (third vehicle). The non-selected signal is a signal indicating that the vehicle is not selected. When the non-selected vehicle receives the non-selected signal, it recognizes that it is not the selected vehicle. By transmitting the confirmation signal, the travel route instruction server 20 can make the non-selected vehicle or the driver of the non-selected vehicle recognize that the vehicle has not been selected to travel on the charging/discharging lane 9 .

In step S40 after step S38, the travel route instruction server 20 sends the selected vehicle ID (vehicle ID shown in FIG. 10) and the charging information of the selected vehicle to the controller 95 of the charging/discharging lane in which each selected vehicle travels. Send request quantity. Here, the "charging/discharging lane in which each selected vehicle travels" is the charging/discharging lane 9 included in the travel plan route transmitted by the selected vehicle in steps S6 to S14. The controller 95 associates and stores the transmitted selected vehicle ID and the requested charging amount of the selected vehicle of the selected vehicle ID.

In steps S42 and S44, the selected vehicle (the first vehicle and the second vehicle) executes SOC adjustment control. This SOC adjustment control is control for decreasing the state of charge (SOC) of the battery 31 of the selected vehicle. By executing this SOC adjustment control, the travel route instruction server 20 can charge the selected vehicle with a larger amount of electric power than the requested charging amount.

SOC adjustment control is control for reducing the remaining capacity of battery 31 by running using only electric power without using gasoline when vehicle 30 is, for example, a hybrid vehicle. Further, the SOC adjustment control may be control for reducing the remaining capacity of battery 31 by driving an electric device (for example, an air conditioner of vehicle 30) that consumes power in vehicle 30. FIG. Note that the selected vehicle may not execute the SOC control.

Then, in steps S46 and S48, the selected vehicle detects the vicinity of charging/discharging lane 9. FIG. Here, with regard to this detection method example, the selected vehicle holds the charging/discharging lane DB (see FIG. 11) as described above. Also, the selected vehicle can identify the position of the selected vehicle itself by the GPS function. Then, the selected vehicle detects the vicinity of charge/discharge lane 9 when the position of the specified selected vehicle approaches the position of the charge/discharge lane defined by charge/discharge lane DB.

In steps S<b>50 and S<b>52 , the selected vehicle transmits a charging start request signal and vehicle ID to controller 95 . The charge start request signal is a signal for requesting the charge/discharge lane 9 of the destination controller 95 to start charging. When the selected vehicle ID transmitted in step S40 matches the vehicle ID transmitted in step S50 or step S52, the controller 95 specifies the requested charge amount corresponding to the matching vehicle ID. Then, when the selected vehicle corresponding to the matched vehicle ID travels on the charging/discharging lane 9, the charging/discharging lane 9 can supply electric power of the charging request amount (the specified charging request amount) corresponding to the matching vehicle ID. Charge the selected vehicle as much as possible.

A maximum charging speed and a minimum charging speed are specified for each vehicle 30 . The charging speed is the amount of charge per unit time (for example, 1 second) from the charging/discharging lane 9 . The maximum charging rate is the highest value of the charging rate, and the lowest charging rate is the lowest value of the charging rate. Each vehicle 30 can adjust the charging speed in a plurality of steps within a charging speed range between the minimum charging speed and the maximum charging speed by controlling the power receiving device 42 and the like of the vehicle 30 . In addition, the vehicle 30 can also adjust the running speed.

When the selected vehicle receives the requested charging amount transmitted in step S38, the selected vehicle refers to the charging/discharging lane DB for the distance L of the charging/discharging lane 9 (the charging/discharging lane 9 to be traveled) included in the travel plan route. get. Then, the selected vehicle calculates a charging speed A and a running speed B that satisfy the following formula (1). Note that the charging speed A is a speed belonging to the above charging speed range.

Charge request = (L/B) x A (1)
When the selected vehicle reaches the charging/discharging lane 9, it travels at the calculated traveling speed B and charges the charging/discharging lane 9 at the calculated charging speed A. In this way, the selected vehicle calculates the charging speed A and the traveling speed B, and travels the charging/discharging lane 9 at the charging speed A and the traveling speed B, so that the charging request amount transmitted in step S38 and the The same amount of power and an amount of power close to the requested charging amount is charged to the selected vehicle. Therefore, the travel route instruction server 20 can cause the selected vehicle to consume the same amount of electric power as the requested charging amount and an amount of electric power close to the requested charging amount.

Further, while the selected vehicle is traveling in the charging/discharging lane 9, in step S54, the controller 95 of the charging/discharging lane 9 and the traveling route instruction server 20 execute control during traveling.

In this way, when surplus power is detected due to changes in natural energy (YES in step S2), at least one vehicle (first vehicle to fifth vehicle) is charged/discharged in step S16. Instruct it to run in lane 9 (send a request signal). Therefore, even if the surplus power becomes large, at least part of the surplus power can be consumed by running the vehicle on the charge/discharge lane 9 . Therefore, waste of surplus power can be reduced.

Further, as shown in steps S6 to S16, the vehicle to which the request signal is transmitted is the vehicle that is estimated to run on the charging/discharging lane 9 based on the travel plan route. Therefore, it is possible to allow the vehicle to consume at least part of the surplus electric power while suppressing the driver of the vehicle 30 from changing the travel route.

FIG. 15 is a flow chart showing the flow of processing for running control. In step S542, the travel route instruction server 20 inspects whether or not the surplus power detected in step S2 has changed. Here, "the surplus power changes" means, for example, when the amount of increase in the surplus power becomes equal to or greater than a first reference value, or when the amount of decrease in the surplus power becomes equal to or greater than a second reference value. is. For example, when natural energy suddenly increases, the amount of increase in surplus power becomes equal to or greater than the first reference value. Also, when the natural energy is rapidly reduced, the reduction amount of the surplus power becomes equal to or greater than the second reference value.

If YES is determined in step S542, in step S546, the travel route instruction server 20 outputs a change signal to the charging/discharging lane 9 on which the selected vehicle is traveling (driving). Here, the change signal is a signal for changing the charging speed by the charge/discharge lane 9 . The charging speed is "amount of charge per unit time".

In step S<b>546 , when the surplus power increases, the travel route instruction server 20 transmits to the charge/discharge lane 9 an increase change signal for increasing the charging speed of the charge/discharge lane 9 . In addition, when the surplus power decreases, the travel route instruction server 20 transmits a decrease change signal to the charge/discharge lane 9 to decrease the charging speed of the charge/discharge lane 9 .

In step S548, the controller 95 that has received the change signal changes the charging speed according to the change signal. As shown in parentheses in step S548, for example, the controller 95 increases the charging speed of the charge/discharge lane 9 of the controller 95 when receiving the increase change signal. As a result, the charge/discharge lane 9 allows the vehicle to consume (charge) more of the increased surplus power.

Further, as shown in parentheses in step S548, for example, the controller 95 decreases the charging speed of the charge/discharge lane 9 of the controller 95 when receiving the decrease change signal. As a result, the charging/discharging lane 9 can reduce the amount of power consumed (charged) by the vehicle, and can prevent a shortage of power. In this way, by executing the running control in step S542, even if a change in surplus power occurs while the vehicle 30 is running on the charging/discharging lane 9, the charging speed (charging rate per unit time) is reduced. amount), it is possible to absorb changes in the surplus power.

Further, in the third embodiment, mainly when surplus power is detected in step S2 of FIG. has been described.

However, a shortage of power may occur due to the amount of power demand becoming larger than the amount of power supply. In particular, in the third embodiment, the power supply amount includes the amount of power supplied by the naturally fluctuating power supply 15 that generates power using natural energy. For example, the amount of power generated by variable renewable power source 15 may drop significantly due to sudden fluctuations in renewable energy. In this way, if the amount of power generated by the variable natural power supply 15 is less than expected, the power demand may become larger than the power supply. In this case, the value obtained by subtracting the power demand from the power supply is a negative value, and the absolute value of the negative value is the power shortage. In other words, power shortage occurs when the power demand becomes larger than the power supply.

Therefore, when power shortage occurs, at least some of the vehicles are instructed to run the charging/discharging lane 9 with respect to the vehicles 30 . Also, this charging/discharging lane 9 is a discharging lane for discharging from the vehicle 30 . As a result, the vehicle 30 is caused to run on the charging/discharging lane 9 and the vehicle 30 discharges to the charging/discharging lane 9 . The discharged power is then supplied to the microgrid MG. Thereby, the power management system 100 can make up for at least part of the power shortage with the discharged power.

As for the embodiment when power shortage occurs, "surplus power" in step S2 of FIG. 12 is replaced with "power shortage". Further, the request signal of step S16 is a signal for instructing the vehicle 30 to travel in the charging/discharging lane 9 (discharging lane). For Figures 13 and 14, "charge" is substituted for "discharge".

As for FIG. 15 , “surplus power” is replaced with “underpower”, and “charging speed” is replaced with “discharging speed”. Also, in the parentheses in step S548, the discharge speed is increased when the power shortage increases, and the discharge speed is decreased when the power shortage decreases. The discharge rate is the amount of discharge per unit time.

Also, at least part of the technical idea described in the third embodiment may be applied to the first embodiment or the second embodiment. Also, the third embodiment may be interpreted as an embodiment different from the first or second embodiment.

(Modified example of the third embodiment)
(1) In the third embodiment, the travel route instruction server 20 is configured to acquire the current values of the power supply amount and the power demand amount. However, a configuration in which the travel route instruction server 20 calculates the predicted values of the power supply amount and the power demand amount may be adopted. The predicted value is, for example, a value after a predetermined time (eg, 5 minutes) from the current time. Even if such a configuration is employed, the same effects as those of the third embodiment can be obtained.

(2) In the example of FIG. 12, as shown in steps S4 to S16, the travel route instruction server 20 acquires a travel plan route from each vehicle, and estimates based on the travel plan route when the charging/discharging lane 9 is traveled. A configuration has been described in which the request signal is transmitted only to the vehicle that is being called. However, the travel route instruction server 20 may transmit a request signal to all vehicles without requesting a travel plan route.

(3) In the third embodiment, as shown in steps S18 to S24, the display unit 40 displays a charge availability screen (see FIG. 16), thereby allowing the driver to determine whether or not charging is to be performed in the charging/discharging lane 9. explained the configuration to be confirmed. However, the vehicle 30 itself may automatically determine whether or not to charge in the charging/discharging lane 9 . For example, vehicle 30 may determine whether or not to charge in charge/discharge lane 9 based on the current SOC or the like.

(4) In the above-described third embodiment, the travel route instruction server 20 calculates the requested charging amount of each selected vehicle in step S36, and transmits the requested charging amount to each selected vehicle in step S38. . Then, the configuration in which the selected vehicle calculates the charging speed and the running speed of the selected vehicle based on the above equation (1) has been described. However, the travel route instruction server 20 may calculate the charging speed and travel speed of each selected vehicle.

FIG. 17 is an example of the vehicle DB of this modified example. In this modification, the travel route instruction server 20 holds the vehicle DB shown in FIG. 17 instead of the vehicle DB shown in FIG. In the vehicle DB of FIG. 17, each vehicle ID is associated with the vehicle type, maximum charge amount, charge request amount, vehicle position, as well as the above-described maximum charging speed and minimum charging speed. The travel route instruction server 20 can identify the maximum charging speed and minimum charging speed of each vehicle by referring to the vehicle DB of FIG. 17 .

FIG. 18 is an example of a flowchart of this modification. In this modification, the flowchart of FIG. 14 is replaced with the flowchart of FIG. 18, step S36 of FIG. 14 is replaced with step S36A, and step S38 of FIG. 14 is replaced with step S38A. Other parts of the flowchart are the same as those of FIGS.

In step S36A, the travel route instruction server 20 calculates the charging speed and travel speed of each selected vehicle. For example, the travel route instruction server 20 calculates the required charging amount of each selected vehicle by the method described in step S36 above. Then, the travel route instruction server 20 calculates the charging speed and travel speed of each selected vehicle using the above equation (1) and the like. The charging speed belongs to a charging speed range that is equal to or higher than the minimum charging speed and equal to or lower than the maximum charging speed defined in the vehicle DB of FIG. Note that the travel route instruction server 20 may calculate the charging speed and travel speed of each selected vehicle by other methods.

Next, in step S38A, the travel route instruction server 20 transmits the charging speed and travel speed calculated in step S36A to each selected vehicle. When the selected vehicle reaches charging/discharging lane 9 , it travels at the received traveling speed B and is charged from charging/discharging lane 9 at the received charging speed A. Each selected vehicle may or may not execute the SOC adjustment control in steps S42 and S44.

With such a modified example, the selected vehicle traveling on the charging/discharging lane 9 can recognize the charge amount per unit time and the traveling speed. In addition, the travel route instruction server 20 can cause the selected vehicle to consume the same amount of electric power as the requested charging amount and an amount of electric power close to the requested charging amount.

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

10 network 20 travel route instruction server 21 data storage unit 22 server communication unit 23 power supply monitor unit 24 power demand monitor unit 25 control unit 26 route search unit 27 power margin calculation unit 28 travel route determination unit 30 vehicle 42 power receiving device

Claims (16)

A travel route indication device that indicates a travel route to a destination of an electric vehicle whose battery can be charged by contactless charging from a power supply lane,
a margin amount calculation unit that calculates a margin amount with respect to a maximum power supply amount in a power supply area in which the power supply lane exists;
an instruction unit that instructs to travel in the power supply lane when the margin calculated by the margin calculation unit is greater than a first threshold;
A driving route indicating device comprising: 2. The travel route indication device according to claim 1, wherein the instruction unit instructs the vehicle to travel in the power supply lane when the remaining capacity of the battery is less than a predetermined value. When the margin amount is greater than the first threshold value, the instruction unit instructs more of the electric vehicles to travel in the power supply lane as the margin amount increases. The travel route indicating device according to claim 1 or 2. When the margin amount is greater than a second threshold, which is a value greater than the first threshold, the instruction unit increases the margin compared to when the margin is greater than the first threshold and less than the second threshold. 3. The travel route indicating device according to claim 1, wherein the electric vehicle is instructed to travel on the power supply lane. When the margin amount is greater than the second threshold value, the instructing unit increases the speed of the electric vehicle traveling in the power supply lane compared to when the margin amount is greater than the first threshold value and less than the second threshold value. 5. The driving route indicating device according to claim 4, wherein the instruction is given to decrease the . a server that manages power for a jurisdiction;
A power facility that generates power using natural energy and supplies power to a grid in the jurisdiction area;
a power supply lane for contactlessly charging an electric vehicle with at least part of the power generated by the power equipment;
The server is
detecting power supply and power demand in said jurisdiction;
A power management system that instructs at least one electric vehicle to travel in the power supply lane when surplus power is detected based on the power supply amount and the power demand amount. The server obtains a travel plan route of the at least one electric vehicle,
7. The power management system according to claim 6, wherein said at least one electric vehicle is an electric vehicle that is estimated to travel in said power supply lane based on said travel plan route. the server instructs the at least one electric vehicle to travel on the power supply lane by transmitting a request signal to the at least one electric vehicle;
8. The power management system according to claim 6, wherein the electric vehicle that has received the request signal transmits to the server a response signal indicating whether or not to travel on the power supply lane. 9. The power management system according to claim 8, wherein an electric vehicle that has transmitted an acknowledgment signal indicating that it will run on said power supply lane as said response signal transmits a maximum charge amount of said electric vehicle to said server. The server is
determining a selected electric vehicle to run in the power supply lane based on the response signal and the maximum charge amount, and calculating a charge request amount of the selected electric vehicle;
10. The power management system according to claim 9, wherein the charge request amount of the selected electric vehicle is transmitted to the selected electric vehicle. 11. The power management according to claim 10, wherein said server transmits information indicating that said non-selected electric vehicle is said non-selected electric vehicle among said at least one electric vehicle other than said selected electric vehicle. system. 12. The selected electric vehicle according to claim 10 or 11, wherein the selected electric vehicle reduces the remaining capacity of the battery of the selected electric vehicle so that the electric power of the charge request amount transmitted from the server is charged by the power supply lane. power management system. The electric vehicle adjusts the amount of charge per unit time and the traveling speed by the power supply lane,
the server determines a selected electric vehicle to run on the power supply lane based on the response signal and the maximum charge amount, and calculates the charge amount per unit time and the running speed of the selected electric vehicle;
10. The power management system according to claim 9, wherein the charge amount per unit time and the running speed of the selected electric vehicle are transmitted to the selected electric vehicle. 14. The server according to any one of claims 6 to 13, wherein, while the electric vehicle is running on the power supply lane, the server adjusts the amount of charge per unit time by the power supply lane in accordance with a change in the surplus power. 2. The power management system according to item 1. A server that manages power in a jurisdiction area,
a communication interface that communicates with the electric vehicle;
a processor;
The electric vehicle is charged by a power supply lane in a contactless manner with at least a portion of electric power generated by power equipment that uses natural energy to generate electric power,
The processor
detecting power supply and power demand in said jurisdiction;
A server that instructs the electric vehicle to travel in the power supply lane when a surplus amount is detected based on the power supply amount and the power demand amount. A server that manages power in a jurisdiction area,
a communication interface capable of communicating with an electric vehicle;
a processor;
The electric vehicle discharges to the discharge lane in a non-contact manner,
The processor
detecting power supply and power demand in said jurisdiction;
A server that instructs the electric vehicle to travel in the discharge lane when a power shortage is detected based on the power supply amount and the power demand amount.

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