JP2023165164A - energy management system - Google Patents

Abstract

[Problem] To make it easier for a resource manager to appropriately judge whether or not to discontinue energy management that is in progress, after understanding the incentive that will be lost if energy management is discontinued. An energy management system that provides an incentive to a resource administrator as compensation for energy management using resources includes an administrator terminal operated by the administrator. During the execution of energy management using resources, the administrator terminal has an operation section that accepts a withdrawal operation to stop the energy management in the middle, for example on screen A1, and an operation section that allows the administrator to stop the energy management in the middle. The amount of incentive loss to be lost is displayed at the same time. [Selection diagram] Figure 13

Description

The present disclosure relates to energy management systems.

Electric utilities may request energy management from resource managers (hereinafter also referred to as "consumers") using DR (demand response). An example of energy management is power adjustment of a power grid. However, even if you simply request energy management, few customers will respond to your request. Therefore, a system (hereinafter also referred to as an "incentive-type energy management system") is adopted in which an incentive (for example, monetary compensation or other compensation) is given to a consumer who responds to a request. For example, a system is known in which an electric utility company pays an incentive to a consumer who responds to a request for energy management from the electric utility company. Japanese Unexamined Patent Publication No. 2019-159628 (Patent Document 1) discloses a display device that calculates and displays provisional incentives in order to inform consumers of the progress of DR in real time.

JP2019-159628A

According to the display device described in Patent Document 1, provisional incentives can be notified to the consumer (resource manager) in real time during DR. However, the resource manager does not always confirm the provisional incentives during DR. Resource managers may stop energy management midway through without confirming the above provisional incentives. In order for a resource manager to understand the incentive (amount of incentive loss) that the administrator loses when energy management is discontinued, and to appropriately judge whether or not to discontinue energy management that is currently in progress, it is necessary to understand the amount of incentive loss. It is required to notify the resource administrator at an appropriate timing and/or method. Therefore, further improvements are desired in the user interface used in incentive-type energy management systems.

The present disclosure has been made to solve the above problems, and the purpose is to enable resource managers to understand the incentives they will lose if they stop energy management, and to decide whether or not to stop energy management in progress. The goal is to make it easier to make appropriate decisions.

The energy management system according to the first aspect of the present disclosure is an energy management system that provides an incentive to a resource manager as compensation for energy management using resources, and includes an administrator terminal operated by the administrator. . The administrator terminal has an operation section that accepts a withdrawal operation to stop the energy management in the middle while executing energy management using resources, and an amount of incentive loss that the administrator loses by stopping the energy management in the middle. are configured to be displayed simultaneously.

In the above configuration, while energy management is being executed, the operation unit that accepts a withdrawal operation and the amount of incentive loss that the administrator loses by stopping energy management midway (withdrawal) are displayed simultaneously. Therefore, the resource manager can easily check the amount of incentive loss when energy management is stopped midway, before stopping the energy management. According to the above configuration, it becomes easy for the resource manager to appropriately judge whether or not to stop the energy management in progress, after understanding the incentive (incentive loss amount) that will be lost when the energy management is stopped.

In the energy management system according to the first aspect, the administrator terminal may decide to stop energy management when receiving a withdrawal operation on the operation unit. The operation unit may be a virtual operation unit displayed on a touch panel display, or may be a projection type virtual operation unit (for example, a virtual keyboard). The administrator terminal may display the operation unit and the incentive loss amount on the same screen. The administrator terminal may display the incentive loss amount near the operation unit.

The energy management system according to the second aspect of the present disclosure is an energy management system that provides an incentive to a resource manager as compensation for energy management using resources, and includes an administrator terminal operated by the administrator. . The administrator terminal is configured to accept a withdrawal operation for stopping energy management using resources midway through. If a withdrawal operation is performed on the administrator terminal while energy management using resources is being executed, the administrator terminal will be able to cancel the energy management in the middle before the administrator terminal terminates the energy management. Foretell the amount of incentive loss that the manager will lose.

In the above energy management system, when a withdrawal operation is performed on the administrator terminal, the administrator is notified of the amount of incentive loss that the administrator will lose due to stopping energy management midway (withdrawal). Therefore, the resource manager can easily check the amount of incentive loss when energy management is stopped midway, before stopping the energy management. According to the above configuration, it becomes easy for the resource manager to appropriately judge whether or not to stop the energy management in progress, after understanding the incentive (incentive loss amount) that will be lost when the energy management is stopped.

In the energy management system according to the second aspect, when the administrator terminal receives the withdrawal operation (hereinafter also referred to as "first withdrawal operation"), the administrator terminal stops energy management after notifying the incentive loss amount. A second detachment operation may be accepted to determine that. The administrator terminal may decide to stop energy management when receiving the second withdrawal operation. The notice may be given at least through display and audio.

Any of the energy management systems described above may further include a server. Energy management may be performed by a server remotely controlling resources. When the administrator terminal decides to stop energy management, it may request the server to stop (end) remote control.

The administrator terminal may be a stationary terminal, an in-vehicle terminal, or a mobile terminal carried by the administrator. Examples of mobile terminals include smartphones, laptops, tablet terminals, wearable devices, and electronic keys. The administrator terminal may include a touch panel display.

The resource may be a vehicle, or a vehicle other than a vehicle (railway, ship, airplane, etc.), an unmanned moving object, an electromechanical device (lighting device, air conditioning equipment, etc.), or a stationary power storage system. It may be. The resource may include a power storage device. The resource may include at least one of an inverter that performs AC/DC conversion and a DC/DC converter that performs DC/DC conversion. The server may manage multiple types of resources.

The resource may be an electric vehicle (hereinafter also referred to as "xEV") that uses electric power as all or part of its power source. xEV includes BEV (electric vehicle), PHEV (plug-in hybrid vehicle), FCEV (fuel cell vehicle), etc.

Energy management may be power regulation of an external power source. The power adjustment of the external power source may be a supply and demand balance adjustment of the external power source, or may be frequency control of the external power source. The external power source may be a commercial power source from a retail electric utility, or may be a power grid (eg, a microgrid or a large scale power grid established as infrastructure). The external power source may supply AC power or DC power.

Energy management may be performed, for example, by promoting or suppressing charging of resources, discharging resources, or promoting or suppressing power consumption by resources.

According to the present disclosure, it becomes possible for a resource manager to understand the incentive that will be lost when energy management is stopped, and to make it easier for a resource manager to appropriately judge whether or not to stop energy management that is currently being performed.

1 is a diagram showing a schematic configuration of an energy management system according to an embodiment of the present disclosure. 2 is a diagram showing the configuration of the vehicle and EVSE shown in FIG. 1. FIG. FIG. 2 is a diagram for explaining a screen A displayed on an administrator terminal according to an embodiment of the present disclosure. FIG. 6 is a diagram for explaining screen B displayed on the administrator terminal according to the embodiment of the present disclosure. FIG. 3 is a diagram for explaining a charging schedule screen displayed on an administrator terminal according to an embodiment of the present disclosure. FIG. 3 is a diagram for explaining a screen C displayed on an administrator terminal according to an embodiment of the present disclosure. FIG. 3 is a diagram for explaining a charging timer setting screen displayed on the administrator terminal according to the embodiment of the present disclosure. FIG. 3 is a diagram for explaining a schedule registration screen displayed on an administrator terminal according to an embodiment of the present disclosure. FIG. 3 is a diagram for explaining a schedule change screen displayed on an administrator terminal according to an embodiment of the present disclosure. FIG. 3 is a diagram for explaining a VPP setting screen displayed on an administrator terminal according to an embodiment of the present disclosure. FIG. 7 is a diagram for explaining an other setting screen displayed on the administrator terminal according to the embodiment of the present disclosure. FIG. 3 is a diagram for explaining a screen D displayed on an administrator terminal according to an embodiment of the present disclosure. FIG. 6 is a diagram showing a first screen displayed by the administrator terminal during execution of energy management using resources in the energy management method according to the embodiment of the present disclosure. FIG. 6 is a diagram showing a second screen displayed by the administrator terminal during execution of energy management using resources in the energy management method according to the embodiment of the present disclosure. 12 is a flowchart illustrating processing executed by the administrator terminal during execution of energy management using resources in the energy management method according to the embodiment of the present disclosure. 14 is a diagram showing a modification of the screen shown in FIG. 13. FIG. 15 is a diagram showing a modification of the screen shown in FIG. 14. FIG. 16 is a flowchart showing a first modification of the process shown in FIG. 15. FIG. It is a figure which shows the modification of the operation part which receives a detachment operation. 16 is a flowchart showing a second modification of the process shown in FIG. 15.

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

FIG. 1 is a diagram showing a schematic configuration of an energy management system according to an embodiment of the present disclosure. Referring to FIG. 1, the energy management system according to this embodiment includes a vehicle group 1, an EVSE group 2, a server 700, and a management device 1000. Management device 1000 includes servers 200 and 500. EVSE means Electric Vehicle Supply Equipment.

Each of the servers 200, 500, and 700 is a computer equipped with, for example, an HMI (Human Machine Interface) and a communication I/F (interface). Each computer includes a processor and a storage device. In addition to the programs executed by the processor, the storage device stores information used in the programs (for example, maps, formulas, and various parameters). The HMI includes an input device and a display device. The HMI may be a touch panel display.

The power system PG is a power grid constructed by power transmission and distribution equipment. A plurality of power plants (not shown) are connected to the power system PG. The power system PG receives power from these power plants. In this embodiment, the electric power company corresponds to the TSO (system operator) of the electric power system PG (commercial power source). Power system PG supplies alternating current power (for example, three-phase alternating current power). Server 700 corresponds to a computer belonging to TSO. The server 700 incorporates an intermediate supply system (a system of a central power dispatch center) and a simple dispatch system.

Server 500 periodically communicates with each vehicle included in vehicle group 1. In this embodiment, each vehicle included in the vehicle group 1 is an xEV and is configured to be operable as a regulating force for the power system PG. Each vehicle included in the vehicle group 1 is a personally owned vehicle (POV) and corresponds to an example of a "resource" according to the present disclosure. A user of a vehicle corresponds to an administrator who manages the vehicle. The number of vehicles included in the vehicle group 1 may be 5 or more and less than 30, 30 or more and less than 100, or 100 or more. In this embodiment, it is assumed that the vehicle group 1 includes approximately 50 vehicles. Vehicle group 1 includes vehicles 100 having a configuration (see FIG. 2) that will be described later. The configurations of vehicle 100 and other vehicles in vehicle group 1 may be the same or different.

EVSE group 2 includes a plurality of EVSEs that receive power from the power grid PG. The server 200 communicates with each EVSE as necessary. EVSE group 2 includes EVSE 300 having a configuration (see FIG. 2) that will be described later. EVSE group 2 may include multiple types of EVSEs (for example, normal chargers and quick chargers). EVSEs may include both public EVSEs (e.g., EVSEs located in commercial facilities, car dealerships, or highway parking areas) and non-public EVSEs (e.g., residential EVSEs). The number of EVSEs included in EVSE group 2 is arbitrary.

Management device 1000, server 700, each vehicle included in vehicle group 1, and each EVSE included in EVSE group 2 are configured to be able to communicate with each other via communication network NW. Server 700 communicates with server 200 via communication network NW. In the management device 1000, the server 200 and the server 500 are configured to be able to communicate with each other. The communication network NW is a wide area network constructed by, for example, the Internet and wireless base stations. Each vehicle is configured to access and connect to the communication network NW via wireless communication. Each EVSE is connected to the communication network NW via, for example, a communication line. Note that the communication form is not limited to the above and can be changed as appropriate. For example, each EVSE may be connected to the communication network NW by wireless communication.

FIG. 2 is a diagram showing the configuration of vehicle 100 and EVSE 300. Referring to FIG. 2 together with FIG. 1, EVSE 300 is configured to receive power from power grid PG and perform power feeding. The EVSE 300 has a built-in power circuit 310 and a charging cable 320. Power circuit 310 is electrically connected to power system PG. Charging cable 320 has a connector 320a (plug) at its tip, and includes a communication line and a power line inside. One electric wire may serve as both a communication line and a power line. Power circuit 310 converts the power supplied from power system PG into power suitable for power supply to vehicle 100 and outputs the converted power to charging cable 320. EVSE 300 outputs power to be supplied to vehicle 100 from connector 320a.

Vehicle 100 includes an inlet 60 to which a connector 320a can be attached and detached. The inlet 60 corresponds to a charging/discharging port that functions as both a charging port and a discharging port. By connecting the connector 320a of the charging cable 320 connected to the main body of the EVSE 300 to the inlet 60 of the parked vehicle 100, the vehicle 100 is electrically connected to the power grid PG via the EVSE 300 (hereinafter referred to as "plugged"). (also referred to as "in state"). On the other hand, for example, while the vehicle 100 is running, the vehicle 100 is in a state where it is not electrically connected to the EVSE 300 and the power system PG (hereinafter also referred to as a "plug-out state"). Although FIG. 2 only shows the inlet 60 compatible with the power feeding method of the EVSE 300, the vehicle 100 has multiple inlets so as to be compatible with multiple types of power feeding methods (for example, AC method and DC method). You may prepare.

The vehicle 100 includes a battery 11, an SMR (System Main Relay) 12, an MG (Motor Generator) 20, a PCU (Power Control Unit) 22, and an electronic control unit (hereinafter referred to as "ECU (Electronic Control Unit)"). ) 150. The ECU 150 includes a processor 151, a RAM (Random Access Memory) 152, and a storage device 153. ECU 150 may be a computer. The storage device 153 is configured to be able to save stored information. The storage device 153 stores programs as well as information used in the programs (for example, maps, formulas, and various parameters). In this embodiment, processor 151 executes a program stored in storage device 153, thereby performing various controls in ECU 150 (for example, charging control and discharging control of battery 11).

The battery 11 stores electric power for driving the vehicle 100. Vehicle 100 is configured to be able to run using electric power stored in battery 11. Vehicle 100 according to this embodiment is an electric vehicle (BEV) without an engine (internal combustion engine). As the battery 11, a known vehicle power storage device (for example, a liquid secondary battery, an all-solid secondary battery, or an assembled battery) can be employed. Examples of secondary batteries for vehicles include lithium ion batteries and nickel metal hydride batteries.

Vehicle 100 further includes a monitoring module 11a that monitors the state of battery 11. The monitoring module 11a includes various sensors that detect the state (eg, voltage, current, and temperature) of the battery 11, and outputs the detection results to the ECU 150. In addition to the above-mentioned sensor function, the monitoring module 11a is a BMS (Battery Management System) which further has a SOC (State of Charge) estimation function, an SOH (State of Health) estimation function, a cell voltage equalization function, a diagnosis function, and a communication function. System). ECU 150 can obtain the state of battery 11 (eg, temperature, current, voltage, SOC, and internal resistance) based on the output of monitoring module 11a.

Vehicle 100 further includes a charger/discharger 61 and a charge/discharge relay 62. Charger/discharger 61 and charge/discharge relay 62 are located between inlet 60 and battery 11 . Each of charger/discharger 61 and charge/discharge relay 62 is controlled by ECU 150. In this embodiment, a charge/discharge line including an inlet 60, a charge/discharge device 61, and a charge/discharge relay 62 is connected between the SMR 12 and the PCU 22. However, the present invention is not limited to this, and a charging/discharging line may be connected between the battery 11 and the SMR 12.

In this embodiment, charger/discharger 61 functions as both a charging circuit and a discharging circuit. The charger/discharger 61 charges the battery 11 using electric power input into the inlet 60 from outside the vehicle. The charger/discharger 61 discharges the power of the battery 11 to the outside of the vehicle through the inlet 60. Charger/discharger 61 includes a power conversion circuit. The power conversion circuit includes, for example, a bidirectional inverter. The power conversion circuit may perform DC (direct current)/AC (alternating current) conversion in both directions. The charging/discharging relay 62 switches between connecting and disconnecting the power path from the inlet 60 to the battery 11 . Vehicle 100 further includes a monitoring module 61a that monitors the state of charger/discharger 61. The monitoring module 61a includes various sensors (for example, a current sensor and a voltage sensor) that detect the state of the charger/discharger 61, and outputs detection results to the ECU 150.

In the vehicle 100 in the plug-in state, external charging (that is, charging the battery 11 with electric power from outside the vehicle) and external power feeding (that is, feeding power to the outside of the vehicle using electric power from the battery 11) are possible. Vehicle 100 can adjust the power of power system PG through external charging and external power supply. Power for external charging is supplied to the inlet 60 from the power grid PG through the charging cable 320 of the EVSE 300, for example. The charger/discharger 61 converts the power (for example, AC power) received by the inlet 60 into power (for example, DC power) suitable for charging the battery 11 and outputs the converted power to the battery 11 . Power for external power supply is supplied from the battery 11 to the charger/discharger 61. Charger/discharger 61 converts DC power supplied from battery 11 into power suitable for external power supply (for example, AC power), and outputs the converted power to inlet 60 . Vehicle 100 is configured to allow reverse power flow to power grid PG. When either external charging or external power supply is performed, the charge/discharge relay 62 is in a closed state (connected state), and when neither external charging nor external power supply is performed, the charge/discharge relay 62 is in an open state (blocked state). be done.

MG20 is, for example, a three-phase AC motor generator. MG 20 functions as a driving motor for vehicle 100. MG20 is driven by PCU22 and rotates the drive wheels of vehicle 100. Further, the MG 20 performs regenerative power generation and outputs the generated power to the battery 11. Vehicle 100 further includes a motor sensor 21 that monitors the state of MG 20. Motor sensor 21 includes various sensors (for example, a current sensor, a voltage sensor, and a temperature sensor) that detect the state of MG 20, and outputs detection results to ECU 150. Note that the number of driving motors included in the vehicle 100 is arbitrary, and may be one, two, three or more. The traveling motor may be an in-wheel motor.

PCU 22 drives MG 20 using power supplied from battery 11. The SMR 12 switches between connecting and disconnecting the power path from the battery 11 to the PCU 22. The PCU 22 includes, for example, an inverter and a converter. Each of SMR 12 and PCU 22 is controlled by ECU 150. The SMR 12 is placed in a closed state (connected state) when the vehicle 100 is running. Furthermore, when power is exchanged between the battery 11 and the inlet 60 (and by extension, the outside of the vehicle), the SMR 12 is kept in the closed state.

Vehicle 100 further includes an HMI 81, a navigation system (hereinafter also referred to as “NAVI”) 82, an air conditioner 83, and a communication device 90. The battery 11 also directly or indirectly supplies power to these devices (auxiliary machines). The battery 11 may supply power to auxiliary equipment via an auxiliary equipment battery (not shown).

HMI 81 includes an input device and a display device. HMI 81 may include a touch panel display. HMI 81 may include a meter panel and/or a head-up display. HMI 81 may include a smart speaker that accepts audio input.

The NAVI 82 includes a touch panel display, a GPS (Global Positioning System) module, a processor, and a storage device (all not shown). The storage device stores map information. The touch panel display accepts input from the user and displays maps and other information. The GPS module is configured to receive signals (hereinafter referred to as "GPS signals") from GPS satellites (not shown). The NAVI 82 is configured to be able to detect the position of the vehicle 100 using a GPS signal and display the position of the vehicle 100 on a map in real time. The NAVI 82 refers to the map information and performs a route search to find the optimal route (for example, the shortest route) from the current location of the vehicle 100 to the destination. The NAVI 82 may update the map information sequentially by OTA (Over The Air).

The air conditioner 83 includes an air conditioning fan, a filter, a temperature adjustment section, a temperature sensor, and a control device. The temperature adjustment section may include an evaporator, a heater core, and an air mix door. The temperature sensor detects the temperature inside the vehicle 100. In the air conditioner 83, air blown by an air conditioning fan passes through a filter, and its temperature is adjusted by a temperature adjustment section. The air conditioner 83 blows temperature-adjusted air into the cabin of the vehicle 100. The control device of the air conditioner 83 controls the air conditioning fan and the temperature adjustment unit so that the temperature inside the vehicle 100 detected by the temperature sensor reaches a predetermined target temperature. The target temperature is set by ECU 150. ECU 150 sends a control signal to air conditioner 83. Activation/stopping of the air conditioner 83 is switched by the ECU 150.

The communication device 90 is configured to include various communication I/Fs. ECU 150 communicates with devices external to vehicle 100 via communication device 90 . The communication device 90 includes a wireless communication device (for example, a DCM (Data Communication Module)) that can access the communication network NW. The wireless communication device may include a communication I/F compatible with 5G or 6G (5th or 6th generation mobile communication system). Vehicle 100 performs wireless communication with each of servers 200 and 500, for example, in both a plug-in state and a plug-out state. In this embodiment, vehicle 100 receives commands or notifications from each of servers 200 and 500 using the wireless communication device. However, the present invention is not limited to this, and the vehicle 100 may communicate by wire with at least one of the servers 200 and 500 via the EVSE 300 in the plug-in state.

The mobile terminal UT is a terminal carried and operated by the administrator (vehicle user) of the vehicle 100. In this embodiment, a smartphone equipped with a touch panel display is employed as the mobile terminal UT. A smartphone contains a computer that includes a processor and a storage device. By the processor executing the program stored in the storage device, various processes (for example, see FIGS. 3 to 20 described later) by the mobile terminal UT are executed. However, various processes by the mobile terminal UT are not limited to execution by software, but can also be executed by dedicated hardware (electronic circuit). The mobile terminal UT corresponds to an example of an "administrator terminal" according to the present disclosure. However, the mobile terminal UT is not limited to a smartphone, and any terminal can be used.

The communication device 90 includes a communication I/F for directly communicating with a mobile terminal UT existing within the vehicle or within a range around the vehicle. The communication device 90 and the mobile terminal UT may perform short-range communication such as wireless LAN (Local Area Network), NFC (Near Field Communication), or Bluetooth (registered trademark). However, any communication method can be adopted as the communication method between vehicle 100 and mobile terminal UT.

The mobile terminal UT is registered in advance with the server 200, 500 and is configured to be able to communicate wirelessly with the server 200, 500. Predetermined application software (hereinafter referred to as "mobile application") is installed on the mobile terminal UT. The servers 200 and 500 perform predetermined authentication before starting communication with mobile terminals, and communicate only with mobile terminals that have been successfully authenticated. This makes it possible to prevent mobile terminals that are not registered in the servers 200 and 500 from conducting unauthorized communications. The user of vehicle 100 can start communication with server 200, 500 by inputting predetermined authentication information (information for succeeding in the above authentication) into mobile terminal UT. Furthermore, by registering predetermined authentication information in the mobile application, inputting the above authentication information can be omitted. The mobile terminal UT can exchange information with the servers 200, 500 through the mobile application.

In this embodiment, the mobile terminal UT includes a position sensor. The position sensor may be a sensor using GPS. The mobile terminal UT transmits information indicating the user's location (hereinafter also referred to as “user location information”) to the server 500 periodically or in response to a request from the server 500.

The vehicle system (system that controls vehicle 100) including ECU 150 is turned on (activated) or off (stopped) by the user operating activation switch 70. The activation switch 70 is installed, for example, inside the cabin of the vehicle 100. The vehicle system is activated by turning on the activation switch 70. Further, when the start switch 70 is turned off while the vehicle system is operating, the vehicle system is brought to a halt state. However, when the vehicle 100 is running, turning off the starting switch 70 is prohibited. Generally, a vehicle starting switch is called a "power switch" or "ignition switch."

Referring again to FIG. 1, server 200 corresponds to a computer belonging to an aggregator. An aggregator is an electric utility company that provides energy management services by bundling a plurality of distributed energy resources (hereinafter also referred to as "DER (Distributed Energy Resources)"). Although details will be described later, the aggregator executes energy management using DER. Each vehicle included in vehicle group 1 can function as a DER. The server 200 may remotely and integrally control a plurality of DERs (for example, each vehicle included in the vehicle group 1), thereby causing these DERs to function as a VPP (virtual power plant). Note that the server 500 may belong to an aggregator or to an automobile manufacturer.

The server 200 may perform DR (demand response) on each DER in order to perform integrated control of a plurality of DERs as a VPP. The DR requests the DER to adjust the power of the power system PG. Using DR, the server 200 adjusts the power of the power system PG requested by the server 700, or adjusts the power of the power system PG that has been successfully bid in the power market, to multiple DERs (for example, each vehicle included in vehicle group 1). (vehicle). In this embodiment, power adjustment of the power system PG corresponds to an example of "energy management" according to the present disclosure.

By participating in DR (power regulation), DER can provide flexibility and academia to power system PG. The administrator of the DER participating in DR allows remote control to the server 200. In a situation where remote control of the DER by the server 200 is permitted, the server 200 adjusts the power of the power grid PG (for example, charging promotion, charging suppression, discharging, power consumption promotion, or power consumption suppression) by the DER. The DER can be remotely controlled so that the The server 200 may control the DER to eliminate the imbalance when it is predicted that an imbalance will occur regarding the same amount of power grid PG at the same time. For example, when server 200 remotely controls vehicle 100, ECU 150 controls charger/discharger 61 according to instructions from server 200. However, even if the server 200 sends a command to the DER, if the DER is not ready for power adjustment, the DER cannot perform power adjustment by remote control. Therefore, administrators of DERs participating in DR are required to complete preparations for the DERs before starting DR.

Note that the type of power adjustment is arbitrary. Power adjustment may be, for example, supply and demand adjustment, power supply stabilization, load following, or frequency adjustment. The DER may operate as a regulating force or a reserve force for the power system PG by remote control.

Before starting the above-described DR, the server 200 transmits a DR request signal to each vehicle included in the vehicle group 1. The DR request signal requests participation in DR (power adjustment). The DR request signal includes the type of DR (for example, down DR or up DR) and the DR period (DR start time and DR end time). Increased DR is basically a DR that requests an increase in demand. However, if the DER receiving the request is a power generation facility, the raised DR may request the DER to suppress supply. On the other hand, downward DR is DR that requests demand suppression or reverse power flow.

The server 500 holds information regarding each vehicle included in the vehicle group 1 (hereinafter also referred to as "vehicle information"). Vehicle information is stored in the storage device of server 500 and updated sequentially. The server 500 periodically communicates with each vehicle included in the vehicle group 1 and sequentially receives vehicle information from each vehicle. The server 500 then updates the vehicle information in the storage device based on the latest received vehicle information. Vehicle information is distinguished by vehicle ID (vehicle identification information).

The vehicle information includes, for example, the charging location, the specifications of the power supply equipment installed at the charging location (for example, information indicating the power supply capacity), user location information (the location of the vehicle user), and vehicle location information. The SOC of the vehicle battery, the grid connection state (plug-in state/plug-out state), the state of the vehicle system (on/off), the information set in the navigation system (for example, the driving route to the destination), Data related to vehicle movement (for example, data linking vehicle position and time with respect to daily vehicle movement) and data related to vehicle user behavior (for example, data linking user position and time with respect to daily user behavior) (linked data). Furthermore, when the specifications differ for each vehicle, the specifications of each vehicle (for example, specifications regarding charging and discharging) may be registered in the server 500 in advance.

The charging location of vehicle 100 shown in FIG. 2 may be the vehicle user's home (for example, the installation location of EVSE 300). In this embodiment, while the vehicle 100 is traveling, the position of the vehicle 100 and the SOC of the battery 11 are sequentially transmitted from the vehicle 100 to the server 500 in real time. Further, at the timing when vehicle 100 switches between the plug-in state and the plug-out state, the latest grid connection state is transmitted from vehicle 100 to server 500. Further, at the timing when the vehicle system is switched on/off in the vehicle 100, the latest vehicle system status is transmitted from the vehicle 100 to the server 500. Further, when a destination is set in the NAVI 82, the driving route searched by the NAVI 82 is transmitted from the vehicle 100 to the server 500.

The server 200 can acquire the above vehicle information from the server 500. Server 500 transmits vehicle information to server 200 in response to a request from server 200, for example. Further, the server 500 may periodically transmit vehicle information to the server 200. At the start of power adjustment (DR start time), server 200 determines whether preparation for power adjustment has been completed for each vehicle based on the vehicle information of each vehicle received from server 500. Hereinafter, among the vehicle group 1, the vehicles for which preparations for power adjustment have been completed are also referred to as "standby vehicles." If the vehicle satisfies predetermined requirements (hereinafter also referred to as "standby requirements"), the server 200 determines that the vehicle is ready for power adjustment. The standby requirements according to this embodiment are that the vehicle is in a plug-in state (first SBY requirement), that the SOC of the vehicle battery is within a predetermined SOC range (second SBY requirement), and that remote control by the server 200 (3rd SBY requirement). In order for the standby requirements to be met, all of the first to third SBY requirements must be met.

Regarding the first SBY requirement, for example, when the connector 320a of the charging cable 320 connected to the main body of the EVSE 300 is connected to the inlet 60 of the vehicle 100, the vehicle 100 enters the plug-in state (see FIG. 2). Vehicle 100 in the plug-in state is electrically connected to power grid PG.

Regarding the second SBY requirement, the predetermined SOC range is set by the server 200, for example. The predetermined SOC range is set to a range that corresponds to the power adjustment of the power system PG requested by the DR. For example, in DR that requests an increase in demand (increase DR), the server 200 lowers the upper limit of the predetermined SOC range, and in DR that requests reverse power flow (lower DR), the server 200 increases the lower limit of the predetermined SOC range. You may.

Regarding the third SBY requirement, ECU 150 (control device of vehicle 100) shown in FIG. 2 permits remote control by server 200 in a predetermined charging mode (permission mode). Although details will be described later, the permission mode in this embodiment includes a first charging mode (hereinafter also referred to as "smart charging mode") and a second charging mode (hereinafter also referred to as "auto charging mode"). When the smart charging mode or the automatic charging mode is set in the ECU 150, remote charging control and remote discharging control of the battery 11 by the server 200 is permitted.

The server 200 selects a vehicle for power adjustment from among the standby vehicles that meet the above first to third SBY requirements, and sends a command for remote control (hereinafter also referred to as "VPP command") to the selected vehicle. do. As many vehicles as necessary are selected for power adjustment. The VPP command is, for example, a command for remote charge control or remote discharge control. The server 200 adjusts the power of the power system PG by remotely controlling the battery of the selected vehicle to charge or discharge. Hereinafter, a vehicle that has undergone power adjustment according to the VPP command will also be referred to as a "VPP vehicle."

In the energy management system according to this embodiment, an incentive is given to the DER manager as compensation for energy management using the DER. For example, a user (manager) of each vehicle included in the vehicle group 1 can enter into a contract with an aggregator in advance and receive a predetermined incentive if predetermined requirements are met. For example, when a vehicle performs power adjustment in accordance with the VPP command, a second incentive requirement, which will be described later, is satisfied, and the aggregator provides an incentive to the vehicle user.

The server 200 is configured to manage incentives given to managers who manage each vehicle included in the vehicle group 1. Each vehicle included in the vehicle group 1 corresponds to a resource that can be electrically connected to the power system PG. Specifically, the server 200 manages incentives for managers (for example, vehicle users) for each vehicle by distinguishing them by vehicle ID. For example, the power (power flow/reverse power flow) exchanged between the power grid PG and the EVSE is transmitted between a predetermined power meter (for example, a smart meter installed at the power receiving point and a power meter built into the EVSE). ) and may be transmitted to the server 200. The server 200 may use the detected value from the predetermined watt-hour meter to determine whether or not the vehicle has adjusted the power according to the VPP command.

The server 200 holds data (hereinafter also referred to as "incentive data") regarding the incentives of the users (managers) of each vehicle included in the vehicle group 1. When the vehicle satisfies predetermined requirements, the server 200 updates the incentive data so as to provide the vehicle user with an incentive according to the fulfilled requirements. Specifically, when the vehicle satisfies predetermined first and second incentive requirements, the server 200 provides first and second incentives to the vehicle user, respectively, and reflects the results in incentive data.

Specifically, the first incentive requirement is satisfied when the vehicle 100 shown in FIG. 2 is in the plug-in state (that is, when the inlet 60 is electrically connected to the power grid PG). The first incentive is given to the user of the vehicle 100. That is, the first incentive is given to the user of the vehicle that satisfies the first SBY requirement.

When the vehicle 100 in the plug-in state charges and discharges the battery 11 in order to adjust the power of the power system PG, the second incentive requirement is satisfied and the second incentive is given to the user of the vehicle 100. That is, the second incentive is given to the user of the VPP vehicle.

The server 200 may calculate the first and second incentives based on a predetermined incentive unit price. The unit prices of the first and second incentives can be determined arbitrarily in the contract. The incentive may be general currency or virtual currency. The incentive may be points that can be exchanged for products or services at a predetermined store.

The server 200 is configured to predict the movement of each vehicle included in the vehicle group 1. The server 200 predicts the movement of each vehicle based on the vehicle information of each vehicle received from the server 500, for example. Server 200 performs predictions each time it receives new information from server 500. The server 200 improves prediction accuracy by making predictions based on the latest information.

The server 200 may acquire the travel plan from information set in the navigation system. Examples of travel plans include a departure point, departure time from the departure point, destination, arrival time at the destination, and travel route to the destination. The server 200 can predict the vehicle movement schedule (future vehicle position transition) from the vehicle travel plan. The server 200 may infer that the vehicle is in a parked state when the vehicle system is switched from on to off. The server 200 may estimate that the vehicle exists at the user's home or workplace if the vehicle remains parked for a predetermined period of time or longer. The server 200 may predict that the vehicle will depart after a predetermined time when the vehicle system is switched from off to on. The server 200 may use the vehicle's location information and SOC information to track the location of the vehicle and predict the time of arrival of the vehicle at the destination and the SOC at the time of arrival. The server 200 may predict the vehicle movement schedule from historical data regarding vehicle movement (for example, weather information, traffic congestion information, and past position data managed separately by day of the week).

The server 200 may predict the user's behavior schedule (future transition of the user's position) and predict the vehicle movement schedule from the predicted user's behavior schedule. The server 200 may determine whether the user is in the vehicle based on the location information of the vehicle and the user. The server 200 may use the user's location information to predict the user's future actions while tracking the user's location after getting off the vehicle. The server 200 may predict the user's behavior schedule from historical data regarding the user's behavior (for example, weather information, traffic congestion information, and past location data managed separately by day of the week).

When the mobile application is started on the mobile terminal UT, the mobile application requests user authentication (login). The user can log in by inputting predetermined authentication information into the mobile terminal UT. The mobile terminal UT can obtain information (for example, incentive data) regarding the user who has logged into the mobile application from the server 200. After logging in, the mobile terminal UT displays screen A shown in FIG. 3.

FIG. 3 is a diagram for explaining screen A displayed on the touch panel display of the mobile terminal UT. Referring to FIG. 3 together with FIGS. 1 and 2, screen A includes first to fifth operation sections OP1 to OP5 and an information section IN. When the fifth operation unit OP5 is operated, the mobile terminal UT executes a screen update process so that the latest information is displayed on the screen A. The mobile terminal UT may request the latest information from at least one of the vehicle 100 and the server 200 when the fifth operation unit OP5 is operated. Even if a predetermined period of time has passed without any operation of the fifth operation unit OP5 since the previous screen update, the mobile terminal UT executes the above screen update process. The information section IN indicates the time when the screen was last updated (update date and time).

The first to fourth operation units OP1 to OP4 accept screen specifications. The mobile terminal UT switches screens in response to input from the user and displays a screen specified by the user. For example, when the second operation unit OP2 (charging setting button) is operated on screen A, screen C (FIG. 6) or screen D (FIG. 12), which will be described later, the mobile terminal UT will Display screen B. Further, when the third operation unit OP3 (setting button) is operated on any of screens A, B, and D, the mobile terminal UT displays screen C shown in FIG. 6. Furthermore, when the fourth operation unit OP4 (charging history button) is operated on any of screens A to C, the mobile terminal UT displays screen D shown in FIG. 12. Then, when the first operation part OP1 (vehicle information button) is operated on any of the screens B to D, the mobile terminal UT displays the screen A shown in FIG. 3.

Screen A is a screen that displays information regarding vehicle 100. Screen A further includes information sections IN11 to IN15 and operation sections OP11 and OP12.

The information section IN11 indicates the current SOC of the battery 11 (for example, the value detected by the monitoring module 11a). The information section IN12 indicates the charging state of the battery 11 (for example, waiting for charging/charging/charging completed). Although the details will be described later, when the vehicle 100 is participating in DR, that fact is displayed in the information section IN12, and one of the operation sections OP11 and OP12 is hidden (see FIGS. 13 to 18). The information section IN13 shows information regarding next charging (for example, charging end time and SOC at the time of charging end). If the next charging is not set, the mobile terminal UT may display a message in the information section IN13 informing that the next charging is not set.

The operation unit OP11 receives an instruction to start external charging. The information section IN14 shows a description of the operation section OP11 (for example, "Charge now"). The operation unit OP12 receives an instruction to stop external charging. Information part IN15 shows the explanation of operation part OP12 (for example, "stop charging"). When the user turns on the operation unit OP11 (toggle switch), the mobile terminal UT requests the vehicle 100 (ECU 150) to start external charging, and in response to this request, the ECU 150 starts external charging of the battery 11. . In this embodiment, charging of the battery 11 is performed in response to an operation on the operation unit OP11. Then, when the user turns on the operation unit OP12 (toggle switch) during external charging of the battery 11, the mobile terminal UT requests the vehicle 100 (ECU 150) to end external charging, and in response to this request, the ECU 150 11 external charging is stopped. Furthermore, even if the battery 11 becomes fully charged during external charging, the ECU 150 stops external charging of the battery 11.

Whether or not to display each of the operation units OP11 and OP12 may be controlled by the mobile terminal UT. The mobile terminal UT does not need to display the operation units OP11 and OP12 when the vehicle 100 is not in the plug-in state. The mobile terminal UT does not need to display the operation unit OP11 while external charging is being performed. The mobile terminal UT does not need to display the operation unit OP12 when external charging is not being performed. According to such a display mode, the user can easily grasp the state of charge of the battery 11. Each operation unit cannot be operated when it is not displayed. The mobile terminal UT can prohibit operations on the operating section by hiding the operating section.

FIG. 4 is a diagram for explaining screen B displayed on the touch panel display of the mobile terminal UT. The first to fifth operation sections OP1 to OP5 and the information section IN in screen B shown in FIG. 4 are the same as those in screen A (FIG. 3). Further, the screen update process on screen B is also similar to the screen update process on screen A described above.

Referring to FIG. 4 along with FIGS. 1 to 3, screen B is a screen that displays information regarding the next charging timer setting in vehicle 100. Screen B further includes information sections IN21 to IN24 and operation sections OP21 to OP24.

Information section IN21 shows information regarding next charging (for example, scheduled charging date and scheduled departure time of vehicle 100). The scheduled departure time may be the same as the charging end time (FIG. 3). When the user touches the area of the information section IN21 on screen B (touch panel screen), the mobile terminal UT switches the screen to a screen for changing the next charging schedule (for example, the screen shown in FIG. 9, which will be described later). It's okay.

Information section IN22 indicates the current target SOC. The target SOC may be the same as the SOC at the end of charging (FIG. 3). The information section IN23 indicates the current SOC of the battery 11. The operation unit OP22 receives input of the target SOC. If a target SOC that is lower than the current SOC of the battery 11 indicated by the information unit IN23 is input through the operation unit OP22, the mobile terminal UT displays the message “The target SOC is lower than the current SOC. A confirmation message such as "Are you sure?" may be displayed on the mobile terminal UT.

The operation unit OP23 receives an instruction as to whether or not to set the smart charging mode to the vehicle 100 (ECU 150). The information section IN24 indicates the operation state (ON/OFF) of the operation section OP23.

The operation unit OP24 accepts an input indicating determination of change contents. Inputs to each of the operation units OP22 and OP23 become valid when the operation unit OP24 is operated.

Specifically, the information unit IN22 indicates the target SOC by an SOC bar with the left side being the low SOC side and the right side being the high SOC side. The current SOC of the battery 11 is indicated by an information section IN23 (indicator) provided for this SOC bar. The user can change the target SOC by sliding the operating section OP22 (slider) left or right, and then reflect the changed target SOC in the charging control by operating the operating section OP24. In addition, the user can set the smart charging mode on the ECU 150 or cancel the smart charging mode set on the ECU 150 by operating the operating section OP24 after turning the operating section OP23 (toggle switch) ON or OFF. You can When the operation unit OP24 is operated, the mobile terminal UT requests the vehicle 100 (ECU 150) to change the charging control conditions (more specifically, change to the conditions specified by the operation units OP22 and OP23), In response to this request, the ECU 150 changes the charging control conditions for the battery 11.

Note that, instead of or in addition to the above-mentioned operation section OP23, the mobile terminal UT may display an operation section on the screen B that accepts an instruction as to whether to set the automatic charging mode to the vehicle 100 (ECU 150). .

When the operation unit OP21 (schedule button) is operated on screen B, the mobile terminal UT displays the charging schedule screen shown in FIG. 5. FIG. 5 is a diagram for explaining the charging schedule screen displayed on the touch panel display of the mobile terminal UT. The first to fifth operation sections OP1 to OP5 and the information section IN in the charging schedule screen shown in FIG. 5 are the same as screen A (FIG. 3). Further, the screen update process on the charging schedule screen is also similar to the screen update process on screen A described above.

Referring to FIG. 5 along with FIGS. 1 to 3, the charging schedule screen is a screen that displays a charging schedule for vehicle 100 in a predetermined period. In the charging schedule screen shown in FIG. 5, the predetermined period is one week from today (May 22nd to May 28th), but the predetermined period can be set arbitrarily. The predetermined period may be variable according to a request from a user.

The charging schedule screen includes an information section T10, an operation section T20, charging schedules T11 to T17, and recommended charging time periods T21 to T23.

Information section T10 indicates the current time. Each of charging schedules T11 to T17 indicates a charging schedule (for example, charging start time, charging end time, and SOC at the time of charging end) set in vehicle 100 (ECU 150). ECU 150 basically executes charging control as indicated by charging schedules T11 to T17. When the user touches any of the charging schedule areas T11 to T17 on the charging schedule screen (touch panel screen), a screen for changing the charging schedule touched by the user (for example, the screen shown in FIG. 9 described later) is displayed. The switching may be performed by the mobile terminal UT.

Each of the recommended charging time periods T21 to T23 indicates the recommended charging time period that the mobile terminal UT receives from the server 200. The recommended charging time period is a time period during which incentives are expected to be obtained through external charging, and is determined by the server 200. The charging schedule screen prompts the user to put the vehicle 100 into a plug-in state and perform external charging within the recommended charging time period by displaying the recommended charging time period. On May 27th (Friday), a charging schedule T16 is set within the recommended charging time period T23. How to determine the recommended charging time period will be described later.

The operation unit T20 receives an instruction to return the screen. When the user operates the operation unit T20 (back button), the mobile terminal UT displays the above-mentioned screen B.

FIG. 6 is a diagram for explaining the screen C displayed on the touch panel display of the mobile terminal UT. The first to fourth operation units OP1 to OP4 in screen C shown in FIG. 6 are the same as screen A (FIG. 3).

Referring to FIG. 6 together with FIGS. 1 to 3, screen C is a screen for making settings regarding charging and discharging of battery 11. Screen C further includes operation units OP31, OP34, and OP35. When the operation unit OP31 (charging timer setting button) is operated on screen C, the mobile terminal UT displays the charging timer setting screen shown in FIG. 7.

FIG. 7 is a diagram for explaining the charging timer setting screen displayed on the touch panel display of the mobile terminal UT. Referring to FIG. 7, the charging timer setting screen displays set charging schedules Sc1 to Sc5. The charging timer setting screen includes an operation section OP310. The operation unit OP310 accepts addition of a charging schedule. When the operation unit OP310 (add button) is operated on the charging timer setting screen, the mobile terminal UT displays a screen for adding a charging schedule (schedule registration screen).

FIG. 8 is a diagram for explaining the schedule registration screen displayed on the touch panel display of the mobile terminal UT. Referring to FIG. 8, the schedule registration screen includes operation units OP320 to OP326. The operation units OP321, OP322, OP323, OP324, and OP325 each accept input of the day of the week, charging end time, charging start time, target SOC, and pre-air conditioning temperature. The operation unit OP326 receives an input indicating that input of the charging schedule has been completed. The user inputs the day of the week, charging end time, charging start time, target SOC, and pre-air conditioning temperature using the operating sections OP321 to OP325 (drum roll), and then operates the operating section OP326 (registration button). The charging schedule for the day of the week specified by OP321 can be registered in the mobile application. The charging schedule registered in this way includes the charging end time, charging start time, target SOC, and pre-air conditioning temperature specified by the operation units OP322 to OP325. The user can simultaneously register the same charging schedule on multiple days of the week by selecting multiple days of the week using the operation unit OP321. However, it is not essential that the charging schedule includes the charging start time and the pre-air conditioning temperature. If at least the day of the week, charging end time, and target SOC are input, the charging schedule is established. The registered charging schedule (charging schedule that has already been set) is added to the charging timer setting screen shown in FIG. 7.

When the user operates the operation unit OP326 (registration button) or the operation unit OP320 (back button), the mobile terminal UT displays the above-mentioned charging timer setting screen (FIG. 7). When the user touches any of the charging schedule areas Sc1 to Sc5 on the charging timer setting screen (touch panel screen) shown in FIG. 7, the mobile terminal UT displays the charging schedule (specified charging schedule) touched by the user. Displays a screen for changing or deleting schedules (schedule change screen).

FIG. 9 is a diagram for explaining a schedule change screen displayed on the touch panel display of the mobile terminal UT. Referring to FIG. 9, the schedule change screen includes operation units OP330 to OP337. The operation units OP331, OP332, OP333, OP334, and OP335 each accept input of the day of the week, charging end time, charging start time, target SOC, and pre-air conditioning temperature. The operation unit OP336 receives an input indicating that the charging schedule change has been completed. The operation unit OP337 receives an instruction to delete the charging schedule. The user changes at least one of the specified day of the week, charging end time, charging start time, target SOC, and pre-air conditioning temperature of the specified charging schedule using the operating units OP331 to OP335 (drum roll), and then changes the specified charging schedule using the operating unit OP336 ( The charging schedule can be changed by operating the change button). Further, when the operation unit OP337 (delete button) is operated, the specified charging schedule is deleted. The changed or deleted contents are reflected on the charging timer setting screen shown in FIG. 7.

When the user operates the operation unit OP336 (change button), the operation unit OP337 (delete button), or the operation unit OP330 (back button), the mobile terminal UT displays the above-mentioned charging timer setting screen (FIG. 7). indicate.

Referring again to FIG. 7, the charging timer setting screen further includes operation units OP311 to OP315. The operation units OP311 to OP315 are provided for the charging schedules Sc1 to Sc5, and accept instructions as to whether or not to enable the corresponding charging schedules. When any of the operation units OP311 to OP315 (toggle switches) is turned on, the corresponding charging schedule becomes effective. Then, the mobile terminal UT requests the vehicle 100 (ECU 150) to externally charge the battery 11 according to the activated charging schedule. In response to this request, the valid charging schedule is set in ECU 150. Switching of enabling/disabling of the charging schedule using the operation units OP311 to OP315 is reflected on the charging schedule screen shown in FIG. 5. Note that it is prohibited to enable charging schedules with overlapping time periods at the same time.

The charging timer setting screen includes an operation section OP316. When the user operates the operation unit OP316 (back button), the mobile terminal UT displays the above-mentioned screen C (FIG. 6). When the operation unit OP34 (VPP setting button) is operated on the screen C shown in FIG. 6, the mobile terminal UT displays the VPP setting screen shown in FIG.

FIG. 10 is a diagram for explaining the VPP setting screen displayed on the touch panel display of the mobile terminal UT. Referring to FIG. 10, the VPP setting screen is a screen for setting the charging mode and minimum SOC. The VPP setting screen includes operation units OP340 to OP343.

Operation unit OP341 receives an instruction as to whether or not to set smart charging mode in vehicle 100 (ECU 150). The operation unit OP342 receives an instruction as to whether to set the automatic charging mode to the vehicle 100 (ECU 150). Note that the operation unit OP341 and the operation unit OP342 are interlocked with each other. When the operating section OP341 (toggle switch) is turned on, the operating section OP342 is turned off, and when the operating section OP342 (toggle switch) is turned on, the operating section OP341 is turned off.

One of three types of charging modes is set in vehicle 100 (ECU 150) by operation units OP341 and OP342. Specifically, when the operation unit OP341 is turned on, the smart charging mode is set in the ECU 150. When the operation unit OP342 is turned on, the automatic charging mode is set in the ECU 150. When both operation parts OP341 and OP342 are in the OFF state, the third charging mode (hereinafter also referred to as "normal charging mode") is set in ECU 150. However, when none of the charging schedules set in the mobile terminal UT are valid, the operation to shift to the smart charging mode (for example, the ON operation of the operation unit OP341) is prohibited.

The mobile terminal UT transmits the charging mode set by the operation units OP341 and OP342 to each of the vehicle 100 and the server 200, together with a valid charging schedule (see FIG. 7). Vehicle 100 sets the charging mode received from mobile terminal UT in ECU 150. ECU 150 performs charging and discharging control of battery 11 according to the set charging mode. The ECU 150 allows the server 200 to remotely control the battery 11 (for example, remote charging control and remote discharging control according to the VPP command) in each of the smart charging mode and the automatic charging mode. On the other hand, ECU 150 does not permit remote control of battery 11 by server 200 in the normal charging mode.

In any of the three charging modes described above, the server 200 uses at least one of the supply and demand situation of the power grid PG, the price of the power market, and weather information (including weather forecast information) to determine the recommended charging time. Ask for an obi. The server 200 predicts a time period in which incentives can be obtained by performing external charging (for example, a time period in which DR is likely to occur), and sets the predicted time period as a recommended charging time period. The server 200 determines the recommended charging time period each day. If the length of the time period during which incentives can be acquired in a day is predicted to exceed a predetermined time period, the server 200 may exclude the time period in which the incentive unit price is lower than the reference value from the recommended charging time period. . The server 200 sequentially determines the recommended charging time slots according to the ever-changing situation, and sequentially transmits the determined recommended charging time slots to the mobile terminal UT. The mobile terminal UT reflects the received recommended charging time period on the charging schedule screen shown in FIG. 5.

When the normal charging mode is set in ECU 150, a valid charging schedule received from mobile terminal UT is set in ECU 150. However, if there is no valid charging schedule (see FIG. 7), no charging schedule is set in ECU 150. If the normal charging mode is set in ECU 150 and a charging schedule is not set in ECU 150, ECU 150 performs immediate charging. Immediate charging is external charging that starts immediately when vehicle 100 is plugged in.

If the normal charging mode is set in the ECU 150 and a charging schedule is set in the ECU 150, the charging schedule becomes the charging schedule in the normal charging mode. The ECU 150 performs external charging of the battery 11 according to the charging schedule (charging end time and target SOC) in the normal charging mode. Specifically, the ECU 150 controls the charging of the battery 11 so that the SOC of the battery 11 is equal to or higher than the target SOC at the charging end time. If a charging schedule is set in ECU 150, the instant charging is not performed. However, the user can charge the battery 11 by operating the operation unit OP11 (FIG. 3).

Below, the requirements required by the charging end time and target SOC indicated by the charging schedule are also referred to as "target SOC requirements." When the charging schedule in the normal charging mode includes a charging start time, the ECU 150 performs charging control of the battery 11 so that external charging of the battery 11 is started at that time. Further, if the charging schedule in the normal charging mode includes the pre-air conditioning temperature, the ECU 150 controls the air conditioner 83 so that the temperature inside the vehicle 100 reaches the pre-air conditioning temperature at the charging end time. However, ECU 150 gives priority to the target SOC requirements over the requirements required by the charging start time and pre-air conditioning temperature in the charging schedule in the normal charging mode. ECU 150 may start external charging at a time earlier than the charging start time indicated by the charging schedule in order to satisfy the target SOC requirement. ECU 150 may suppress power consumption by air conditioner 83 in order to meet the target SOC requirements.

When the charging mode of the vehicle 100 is the smart charging mode or the automatic charging mode, the server 200 sequentially determines the charging schedule and discharging schedule of the vehicle 100 according to the ever-changing situation, and the determined charging schedule and the discharge schedule are sequentially transmitted to each of the mobile terminal UT and the vehicle 100. Vehicle 100 sets the received charging schedule as a charging schedule for the corresponding charging mode. ECU 150 controls charging and discharging of battery 11 according to the charging schedule and discharging schedule received from server 200. The mobile terminal UT reflects the charging schedule received from the server 200 on the charging schedule screen shown in FIG. 5. That is, the charging schedule determined by the server 200 is displayed on the charging schedule screen by the mobile terminal UT.

Server 200 determines a charging schedule using the above-described movement prediction result of vehicle 100 in automatic charging mode, and determines a charging schedule without using the movement prediction result of vehicle 100 in smart charging mode. The server 200 may predict the movement of the vehicle 100 using a trained model obtained by machine learning using AI (artificial intelligence). Until the learning is completed, the operation to shift to the automatic charging mode (for example, the ON operation of the operation unit OP342 shown in FIG. 10) may be prohibited. Once the learning for movement prediction is completed, the mobile terminal UT may display a pop-up summary of the automatic charging mode on the mobile terminal UT.

The server 200 determines the charging schedule for the smart charging mode using the valid charging schedule received from the mobile terminal UT. Specifically, the server 200 creates a charging schedule that satisfies the target SOC requirements for a valid charging schedule and maximizes the financial benefit to the vehicle user (e.g., the total benefit of electricity rates and incentives). Determine. When the effective charging schedule in the mobile terminal UT is changed, the server 200 updates the charging schedule in the smart charging mode based on the changed schedule received from the mobile terminal UT. Additionally, the server 200 determines a discharge schedule at a time other than the charging schedule, as necessary.

The server 200 determines the charging schedule for the automatic charging mode using the above-described movement prediction result of the vehicle 100. Specifically, the server 200 uses the movement prediction results to predict the time period in which the vehicle 100 is in the plug-in state, and the predicted time period includes the charging start time and the charging end time, In addition, the charging schedule is determined so that the financial benefit of the vehicle user is maximized. Additionally, the server 200 determines a discharge schedule at a time other than the charging schedule, as necessary.

In each of the smart charging mode and automatic charging mode described above, the server 200 determines a charging/discharging schedule for providing incentives to vehicle users. Specifically, the server 200 creates a charging schedule for providing an incentive to the vehicle user through external charging during a time period in which the occurrence of increased DR is predicted and the vehicle 100 is likely to satisfy the standby requirements described above. Determine. Additionally, the server 200 determines a discharge schedule for providing incentives to the vehicle user through external power supply during a time period in which the occurrence of lower DR is predicted and the vehicle 100 is likely to satisfy the standby requirements described above. .

In the VPP setting screen shown in FIG. 10, the operation unit OP343 accepts the input of the minimum SOC. When the minimum SOC is input using the operation unit OP343 (drum roll), the mobile terminal UT requests the vehicle 100 (ECU 150) to perform charge/discharge control according to the input minimum SOC, and in response to this request, the ECU 150 controls the battery 11. Change the charge/discharge control conditions. Upon receiving the above request, the ECU 150 controls charging and discharging the battery 11 (more specifically, controls external charging and external power supply) so that the SOC of the battery 11 does not fall below the minimum SOC. If the vehicle 100 enters the plug-in state while the SOC of the battery 11 is lower than the minimum SOC, the ECU 150 immediately starts external charging of the battery 11, and starts external charging when the SOC of the battery 11 reaches the minimum SOC. finish.

When the user operates the operation unit OP340 (back button) on the VPP setting screen, the mobile terminal UT displays the above-mentioned screen C (FIG. 6). When the operation unit OP35 (other settings button) is operated on the screen C shown in FIG. 6, the mobile terminal UT displays the other settings screen shown in FIG.

FIG. 11 is a diagram for explaining the other setting screen displayed on the touch panel display of the mobile terminal UT. Referring to FIG. 11, the other settings screen is a screen for making settings regarding the mobile application. The other setting screen includes operation units OP350 to OP352.

The operation unit OP351 receives an instruction as to whether to enable automatic login (automatic sign-in). When the operation unit OP351 (toggle switch) is turned on, automatic login is enabled and user authentication is omitted the next time the mobile application is started. The operation unit OP352 receives an instruction to log out (sign out) of the mobile application. When the operation unit OP352 (logout button) is operated, the mobile application is logged out. In a state where the mobile application is logged out, the mobile terminal UT cannot obtain user information and vehicle information from the server 200.

When the user operates the operation unit OP350 (back button) on the other settings screen, the mobile terminal UT displays the above-mentioned screen C (FIG. 6).

FIG. 12 is a diagram for explaining the screen D displayed on the touch panel display of the mobile terminal UT. The first to fourth operation sections OP1 to OP4 in screen D are the same as those in screen A (FIG. 3).

Referring to FIG. 12, screen D is a screen that displays data regarding charging and discharging (external charging and external power supply) of battery 11. Screen D includes information sections IN41 and IN42, and operation sections OP41 to OP46. The mobile terminal UT displays data specified by the user in the information section IN41. Furthermore, the mobile terminal UT displays the type of data displayed in the information section IN41 in the information section IN42.

Specifically, the mobile terminal UT displays data specified by the operation units OP41 to OP46 in the information unit IN41. In the example shown in FIG. 12, the data is displayed as a bar graph, but the display format of the information section IN41 is not limited to the bar graph and can be changed as appropriate. For example, the data may be displayed in a line graph or in a table format. Furthermore, the mobile terminal UT may change the display format according to a request from the user.

The operation units OP41 to OP43 accept input of the type of data to be displayed in the information unit IN41. The types of data to be displayed are switched using the operation units OP41 to OP43. When the operation units OP41, OP42, and OP43 are operated, the VPP performance (that is, the incentive obtained by the administrator of the vehicle 100), the electricity rate (yen), and the charging amount (kWh) are displayed in the information unit IN41, respectively. The operation units OP44 to OP46 accept input of a data period to be displayed in the information unit IN41. The horizontal axis of the graph is switched by the operation units OP44 to OP46. When the operating units OP44, OP45, and OP46 are operated, data from the most recent month, the most recent week, and the previous day are displayed in the information unit IN41, respectively.

The incentive is calculated by the server 200. The incentive calculation method is arbitrary. In this embodiment, the vehicle user may obtain the first and second incentives described above. The unit price of the first incentive may be a unit price (for example, yen/hour) for the time that the vehicle 100 continues to be in the plug-in state. The server 200 may calculate the first incentive by multiplying the total time that the vehicle 100 continues to be in the plug-in state by the incentive unit price. The unit price of the second incentive may be a unit price for the number of power adjustments, a unit price for the adjusted amount of power (kWh), or a unit price for the time the power adjustment is performed. . The server 200 may calculate each of the second incentives by multiplying the incentive unit price by the number of times the vehicle user has made power adjustments, the total amount of power, or the total time. The unit price of each incentive may be fixed or variable depending on the situation. The server 200 may determine the unit price of each incentive based on the electricity market price. Different incentive unit prices may be set for each user depending on the specifications of resources owned by the user.

Information displayed by the mobile terminal UT during energy management using the vehicle 100 will be described below. Before starting DR, the server 200 transmits a DR start signal indicating the DR start time to the administrator terminal of each vehicle participating in the DR, and determines when to end the DR (even just before or after the end of the DR). ), the DR end signal is sent to the manager terminal of each vehicle participating in the DR. When vehicle 100 is selected as a resource for DR, mobile terminal UT receives a DR start signal from server 200. During the DR implementation, the server 200 executes energy management (power adjustment of the power system PG) by transmitting the above-mentioned VPP command to each vehicle participating in the DR. When vehicle 100 is participating in DR, the charging mode of vehicle 100 is smart charging mode or automatic charging mode, and vehicle 100 performs energy management according to the VPP command from server 200. That is, vehicle 100 is remotely controlled by server 200.

In this embodiment, the user can cause the vehicle 100 to leave the DR midway through the DR (hereinafter also referred to as "withdrawal during the DR") by operating the operation unit displayed on the mobile terminal UT. Leaving midway through DR means that vehicle 100 stops energy management during DR (that is, before mobile terminal UT receives a DR end signal from server 200). The mobile terminal UT is configured to accept an operation for leaving the DR midway (withdrawal operation). In addition, if a withdrawal operation is performed on the mobile terminal UT while the vehicle 100 is participating in DR, the mobile terminal UT performs a DR midway withdrawal to allow the vehicle user to Foretells the amount of incentive loss that will be lost. Hereinafter, the process related to mid-DR withdrawal performed by the mobile terminal UT will be described using FIGS. 13 to 15.

FIG. 13 is a diagram showing a first example of a screen A displayed by the mobile terminal UT while energy management using the vehicle 100 is being performed. For example, when the vehicle 100 (ECU 150) is stopping charging the battery 11 (or discharging the battery 11) according to the VPP command from the server 200, screen A shown in FIG. will be displayed. Screen A shown in FIG. 13 will be described below, focusing on the differences from screen A shown in FIG. 3.

Referring to FIG. 13, on this screen A, information indicating that vehicle 100 is participating in DR (for example, characters such as "DR in progress") is displayed in information section IN12. Of the operating units OP11 and OP12 shown in FIG. 3, only the operating unit OP11 is displayed. When the operation unit OP11 is in the OFF state, the screen A1 is not displayed. When the user turns on the operation unit OP11 (toggle switch), the mobile terminal UT displays the screen A1 (eg, pop-up display). In this example, the ON operation of the operation unit OP11 corresponds to a "withdrawal operation (first detachment operation)".

Screen A1 includes messages Mg11 and Mg12, and operation units OP101 and OP102.

The message Mg11 foretells the amount of incentive loss that the vehicle user will lose due to leaving the vehicle midway through DR (starting charging). Specifically, the message Mg11 displays the incentive unit price that can no longer be obtained due to mid-DR withdrawal as an incentive loss amount. In this embodiment, the incentive that the vehicle user loses due to mid-DR withdrawal is the aforementioned second incentive. In screen A1 shown in FIG. 13, message Mg11 indicates the unit price (yen/kWh) for the adjusted power amount as the amount of incentive loss. However, the present invention is not limited to this, and the method of expressing the amount of incentive loss is arbitrary. For example, the mobile terminal UT converts the above unit price (yen/kWh) into a unit price (yen/minute) for the time when power adjustment is performed, based on the specifications of the power supply equipment installed at the charging location of the vehicle 100. , the converted unit price may be displayed on screen A1. Furthermore, if a penalty is incurred due to premature withdrawal from DR, the mobile terminal UT may display the amount of the penalty on the screen A1. In the example shown in FIG. 13, a notice of the amount of incentive loss is given by message Mg11 (display), but the notice method may be arbitrary. For example, the amount of incentive loss may be announced by voice.

Message Mg12 displays an explanation regarding operation units OP101 and OP102. The operation unit OP101 accepts an operation to enable the above-mentioned ON operation on the operation unit OP11. The operation unit OP102 receives an operation for canceling the above-described ON operation on the operation unit OP11. Although the details will be described later, when the user operates the operation unit OP101 (Yes button), the mobile terminal UT performs processing for separating the vehicle 100 from the DR and processing for starting external charging of the vehicle 100. (See Figure 15). In this example, operating the operation unit OP101 on the screen A1 corresponds to a "second withdrawal operation." On the other hand, when the user operates the operation unit OP102 (No button), the mobile terminal UT returns the operation unit OP11 to the OFF state and hides the screen A1.

FIG. 14 is a diagram showing a second example of screen A displayed by mobile terminal UT while energy management using vehicle 100 is being performed. For example, while vehicle 100 (ECU 150) is charging battery 11 according to a VPP command from server 200, screen A shown in FIG. 14 is displayed on mobile terminal UT. Screen A shown in FIG. 14 will be described below, focusing on the differences from screen A shown in FIG. 13.

Referring to FIG. 14, on this screen A, only the operating section OP12 of the operating sections OP11 and OP12 shown in FIG. 3 is displayed. When the operation unit OP12 is in the OFF state, the screen A2 is not displayed. When the user turns on the operation unit OP12 (toggle switch), the mobile terminal UT displays the screen A2 (eg, pop-up display). In this example, the ON operation of the operation unit OP12 corresponds to a "withdrawal operation (first detachment operation)".

Screen A2 includes messages Mg21 and Mg22, and operation units OP201 and OP202.

Message Mg21 foretells the amount of incentive loss that the vehicle user will lose due to premature withdrawal from DR (charging stop). Specifically, the message Mg21 displays the incentive unit price (unit price of the second incentive) that cannot be obtained due to DR withdrawal midway, as the incentive loss amount. The way the incentive loss amount is expressed may be the same as or different from screen A1 (FIG. 13).

The message Mg22 displays an explanation regarding the operation units OP201 and OP202. The operation unit OP201 accepts an operation to enable the above-mentioned ON operation on the operation unit OP12. The operation unit OP202 accepts an operation for canceling the above-described ON operation on the operation unit OP12. Although the details will be described later, when the user operates the operation unit OP201 (Yes button), the mobile terminal UT performs processing for leaving the vehicle 100 from the DR and processing for stopping external charging of the vehicle 100. (See Figure 15). In this example, operating the operation unit OP201 on the screen A2 corresponds to a "second detachment operation." On the other hand, when the user operates the operation unit OP202 (No button), the mobile terminal UT returns the operation unit OP12 to the OFF state and hides the screen A2.

FIG. 15 is a flowchart showing a process executed by the mobile terminal UT during energy management using the vehicle 100. The process shown in this flowchart is started, for example, when the start time of DR in which vehicle 100 participates arrives. During the period when vehicle 100 is participating in DR, vehicle 100 is remotely controlled by server 200, and mobile terminal UT executes a series of processes shown in FIG. 15. Then, when the mobile terminal UT receives a DR end signal from the server 200, the series of processes shown in FIG. 15 ends. The series of processes shown in FIG. 15 also ends when the mobile terminal UT causes the vehicle 100 to leave the DR. Hereinafter, each step in the flowchart will be simply referred to as "S".

Referring to FIG. 15, in S100, mobile terminal UT determines whether vehicle 100 is performing external charging. The mobile terminal UT may acquire the state of the vehicle 100 from at least one of the server 200, the server 500, and the vehicle 100.

If vehicle 100 is not being charged (NO in S100), mobile terminal UT displays screen A shown in FIG. 13 in S111. Subsequently, the mobile terminal UT determines whether or not the operation unit OP11 has been turned on (charging start operation) on the displayed screen A (S112). Then, when the operation unit OP11 is turned ON (YES in S112), the mobile terminal UT displays the screen A1 shown in FIG. 13 in S113, so that the second charging start operation ( The user is requested to operate the operation unit OP101). At this time, the incentive loss amount is announced on the screen A1. Thereafter, in S114, the mobile terminal UT determines whether or not the operation unit OP101 is operated while displaying the screen A1.

When the operation unit OP101 is operated on the screen A1 (YES in S114), the mobile terminal UT determines to stop the energy management by the vehicle 100, and sequentially executes the processes of S115 to S117. Specifically, the mobile terminal UT changes the charging mode of the vehicle 100 to the normal charging mode in S115. Specifically, ECU 150 (FIG. 2) changes the charging mode in response to a request from mobile terminal UT. Subsequently, the mobile terminal UT requests the server 200 to stop remote control of the vehicle 100 in S116. Server 200 stops remote control of vehicle 100 in response to a request from mobile terminal UT. As a result, vehicle 100 leaves the DR. Server 200 may select a vehicle from vehicle group 1 (FIG. 1) to participate in DR instead of vehicle 100. After that, the mobile terminal UT requests the vehicle 100 to start external charging in S117. ECU 150 starts external charging in response to a request from mobile terminal UT.

On the other hand, if vehicle 100 is being charged (YES in S100), mobile terminal UT displays screen A shown in FIG. 14 in S121. Subsequently, the mobile terminal UT determines whether or not the operation unit OP12 has been turned on (charging stop operation) on the displayed screen A (S122). Then, when the operation unit OP12 is turned ON (YES in S122), the mobile terminal UT displays the screen A2 shown in FIG. 14 in S123, so that the second charging stop operation ( The user is requested to perform an operation on the operation unit OP201. At this time, the incentive loss amount is announced on the screen A2. Thereafter, in S124, the mobile terminal UT determines whether or not the operation unit OP201 is operated while displaying the screen A2.

When the operation unit OP201 is operated on the screen A2 (YES in S124), the mobile terminal UT determines to stop the energy management by the vehicle 100, and sequentially executes the processes of S125 to S127. The processes of S125, S126, and S127 are based on the processes of S115, S116, and S117, respectively. However, in S127, the mobile terminal UT requests the vehicle 100 to stop external charging instead of starting external charging. ECU 150 stops external charging in response to a request from mobile terminal UT.

If the operation unit OP102 is operated on the screen A1 shown in FIG. 13, the determination in S114 is NO, and the process returns to the first step (S100). When the vehicle 100 starts external charging according to the VPP command from the server 200 while the screen A shown in FIG. returns to S100. Then, YES is determined in S100, and the process proceeds to S121.

If the operation unit OP202 is operated on the screen A2 shown in FIG. 14, the determination in S124 is NO, and the process returns to the first step (S100). When the vehicle 100 stops external charging in accordance with the VPP command from the server 200 while the screen A shown in FIG. returns to S100. Then, the determination in S100 is NO, and the process proceeds to S111.

As explained above, the mobile terminal UT accepts the withdrawal operation (ON operation of the operation unit OP11 or OP12) on the screen A shown in FIG. 13 or 14. If a withdrawal operation is performed on mobile terminal UT while vehicle 100 is participating in DR, mobile terminal UT displays screen A1 (FIG. 13) or In A2 (FIG. 14), the amount of incentive loss that the vehicle user will lose due to leaving the DR midway is predicted. Therefore, the vehicle user (resource manager) can easily check the incentive loss amount when energy management is stopped midway through, before stopping the energy management. According to the above configuration, it becomes easy for the vehicle user to understand the incentive (incentive loss amount) that will be lost when energy management is stopped, and then appropriately determine whether or not to stop the energy management that is currently being performed.

In the example shown in FIGS. 13 to 15 above, when the first withdrawal operation (ON operation of operation unit OP11 or OP12) is performed on screen A while energy management is being performed using vehicle 100, mobile terminal UT is , screen A1 (FIG. 13) or screen A2 (FIG. 14), the operation unit (operation unit OP101 or OP201) that accepts the second withdrawal operation and the amount of incentive loss lost by the vehicle user due to premature withdrawal from DR (message Mg11 or Mg21) and are displayed at the same time. However, the present invention is not limited to this, and the mobile terminal UT is configured to simultaneously display, on screen A that displays vehicle information, an operation unit that accepts a withdrawal operation and an amount of incentive loss that the vehicle user loses due to withdrawal during DR. Good too.

FIG. 16 is a diagram showing a modification of the screen shown in FIG. 13. Screen A shown in FIG. 16 will be described below, focusing on the differences from screen A shown in FIG. 13.

Referring to FIG. 16, on this screen A, the information unit IN14A located near the operation unit OP11 gives advance notice of the amount of incentive loss that the vehicle user will lose due to mid-DR withdrawal. The method for notifying the amount of incentive loss by the information unit IN14A may be, for example, a method similar to the method for notifying the message Mg11 (FIG. 13) described above. The operation unit OP11 receives a withdrawal operation, and when the withdrawal operation (ON operation) is performed on the operation unit OP11, the mobile terminal UT executes a DR midway withdrawal of the vehicle 100.

FIG. 17 is a diagram showing a modification of the screen shown in FIG. 14. Screen A shown in FIG. 17 will be described below, focusing on the differences from screen A shown in FIG. 14.

Referring to FIG. 17, on this screen A, the information unit IN15A located near the operation unit OP12 gives advance notice of the amount of incentive loss that the vehicle user will lose due to leaving the vehicle midway through DR. The way the incentive loss amount is expressed may be the same as that on screen A shown in FIG. 16, or may be different. Operation unit OP12 receives a withdrawal operation, and when the withdrawal operation (ON operation) is performed on operation unit OP12, mobile terminal UT executes DR midway withdrawal of vehicle 100.

FIG. 18 is a flowchart showing a first modification of the process shown in FIG. 15. The processing shown in FIG. 18 will be described below, focusing on the differences from the processing shown in FIG. 15.

Referring to FIG. 18, if vehicle 100 is not being charged (NO in S100), mobile terminal UT displays screen A shown in FIG. 16 in S111A. Subsequently, the mobile terminal UT determines whether or not the operation unit OP11 has been turned on (charging start operation) on the displayed screen A (S114A). Then, when the operation unit OP11 is turned ON (YES in S114A), the mobile terminal UT decides to stop energy management by the vehicle 100, and processes S115 to S117 (same as S115 to S117 in FIG. 15). processing) in order. As a result, vehicle 100 leaves DR and vehicle 100 starts external charging.

If vehicle 100 is being charged (YES in S100), mobile terminal UT displays screen A shown in FIG. 17 in S121A. Subsequently, the mobile terminal UT determines whether or not the operation unit OP12 has been turned on (charging stop operation) on the displayed screen A (S124A). Then, when the operation unit OP12 is turned on (YES in S124A), the mobile terminal UT decides to stop the energy management by the vehicle 100, and processes S125 to S127 (same as S125 to S127 in FIG. 15). processing) in order. As a result, vehicle 100 leaves DR and vehicle 100 stops external charging.

In the modified examples shown in FIGS. 16 to 18 above, while energy management using the vehicle 100 is being performed, the mobile terminal UT displays the operating section OP11 or OP12 and the amount of incentive loss lost by the vehicle user due to withdrawal from DR midway are displayed simultaneously. Therefore, the vehicle user (resource manager) can easily check the incentive loss amount when energy management is stopped midway through, before stopping the energy management. According to the above configuration, it becomes easy for the vehicle user to understand the incentive (incentive loss amount) that will be lost when energy management is stopped, and then appropriately determine whether or not to stop the energy management that is currently being performed.

The operating section that accepts the detachment operation is not limited to the operating sections OP11 and OP12 shown in FIG. 13, FIG. 14, FIG. 16, or FIG. 17. During execution of energy management using vehicle 100, mobile terminal UT may display screen A shown in FIG. 19, which will be described below. Screen A shown in FIG. 19 will be described below, focusing on the differences from screen A shown in FIG. 13.

FIG. 19 is a diagram illustrating a modification of the operation unit that accepts the detachment operation. Referring to FIG. 19, this screen A includes an information section IN30 and an operation section OP300 instead of the information section IN14 and operation section OP11 (FIG. 13). Operation unit OP300 accepts a detachment operation. The information unit IN30 is located near the operation unit OP300, and provides advance notice of the amount of incentive loss that the vehicle user will lose due to mid-DR withdrawal. When the user touches the operation unit OP300 (DR stop button) displayed on the touch panel display of the mobile terminal UT (corresponding to a withdrawal operation), the mobile terminal UT executes a mid-DR withdrawal of the vehicle 100.

FIG. 20 is a flowchart showing a second modification of the process shown in FIG. 15.
Referring to FIG. 20, in S301, mobile terminal UT displays screen A shown in FIG. 19. Subsequently, the mobile terminal UT determines whether or not the operation unit OP300 has been operated (withdrawal operation) on the displayed screen A (S302). While the operation unit OP300 is not operated (NO in S302), the process in S301 is repeatedly executed, and screen A shown in FIG. 19 is continuously displayed. Then, when the operation unit OP300 is operated (YES in S302), the mobile terminal UT determines to stop the energy management by the vehicle 100, and sequentially executes the processes of S303 and S304. In S303, the mobile terminal UT changes the charging mode of the vehicle 100 to the normal charging mode, similar to S115 in FIG. 15. Subsequently, in S304, the mobile terminal UT requests the server 200 to stop remote control of the vehicle 100, as in S116 of FIG. As a result, vehicle 100 leaves the DR.

With the modified examples shown in FIGS. 19 and 20 above, the vehicle user can understand the incentive (incentive loss amount) that will be lost when energy management is stopped, and then appropriately decide whether or not to stop the energy management that is currently being performed. It becomes easier to judge.

The power system PG (external power source) is not limited to a large-scale AC grid provided by a power company, but may be a microgrid or a DC (direct current) grid. Further, the configuration of the energy management system is not limited to the configuration shown in FIG. 1. Server 200 may communicate with server 700 via another server. Another server (for example, a server of a higher-level aggregator) may be provided between server 700 and server 200. Further, the server 200 may directly communicate wirelessly with the vehicle group 1. The functions of server 500 may be implemented in server 200, and server 500 may be omitted. In the embodiment described above, on-premise servers (servers 200 and 500 shown in FIG. 1) function as management computers. However, the present invention is not limited to this, and the functions of the servers 200 and 500 (especially functions related to resource management) may be implemented on the cloud by cloud computing. The management device 1000 may belong to another electric utility (for example, a retail electric utility or TSO) rather than an aggregator.

In the embodiment described above, the charging schedule is established by specifying the day of the week, the charging end time, and the target SOC. However, the present invention is not limited to this, and the essential requirements of the charging schedule can be changed as appropriate. For example, by specifying the date, charging start time, and charging end time, a charging schedule for the specified day may be established. Further, in the above embodiment, the server 200 determines the charging schedule in each of the smart charging mode and the automatic charging mode so that the financial benefit of the administrator of the vehicle 100 is large. The method of determining the charging schedule in the mode can be changed as appropriate. For example, the charging schedule may be determined so as to prioritize the consumption of surplus power generated by in-house power generation over financial gain. Since some users prefer to consume electricity themselves rather than sell it, the charging schedule may be determined according to the user's preferences. The charging schedule may be determined from the viewpoint of environmental conservation. The server 200 may receive a request regarding a charging schedule from a consumer's (vehicle user) terminal, and may determine a charging schedule in consideration of the request.

The mobile terminal UT may be configured to display not only the charging schedule but also the discharging schedule in a manner similar to the display manner shown in FIG. 5 . Further, the mobile terminal UT may be configured to display not only the amount of charge (kWh) but also the amount of discharge (kWh) in a manner similar to the amount of charge (kWh) on screen D shown in FIG.

At least some of the functions of the mobile terminal UT may be implemented in a terminal (eg, HMI 81 or NAVI 82) mounted on the vehicle 100 (resource). In such a form, the HMI 81 or NAVI 82 functions as an administrator terminal. Alternatively, the mobile terminal UT and the HMI 81 or NAVI 82 may function as an administrator terminal by cooperating with each other.

The configuration of the vehicle is not limited to the configuration described above (see FIG. 2). The vehicle may be equipped with a charger (charging circuit) instead of the charger/discharger. Further, the vehicle may be equipped with a discharger (discharge circuit) instead of the charger/discharger. The power exchanged between the vehicle and the EVSE is not limited to alternating current power, but may be direct current power. A power conversion circuit (for example, an inverter) for charging or discharging an on-board battery may be mounted on the EVSE rather than on the vehicle. The vehicle may output power discharged from the vehicle battery to an external power source via a discharge connector instead of the EVSE. xEVs other than BEVs (PHEVs, FCEVs, range extender EVs, etc.) may be employed as vehicles (resources).

The vehicle may be configured to allow contactless charging. The vehicle may be equipped with solar panels. The vehicle may be configured to be capable of autonomous driving or may be equipped with a flight function. The vehicle is not limited to a four-wheeled passenger car, but may also be a bus or a truck. The vehicle may be a MaaS (Mobility as a Service) vehicle. A MaaS vehicle is a vehicle managed by a MaaS provider. The vehicle may be an unmanned vehicle (eg, a robotaxis, an automated guided vehicle (AGV), or an agricultural machine). The vehicle may be an unmanned or one-person small BEV (eg, a three-wheeled BEV, a last-mile BEV, or an electric skater).

The resource may be a mobile object other than a car (a railway vehicle, a ship, an airplane, a drone, a walking robot, a robot cleaner, a space probe, etc.). Resources may be electrical mechanical equipment (lighting equipment, air conditioning equipment, cooking utensils, televisions, refrigerators, washing machines, etc.), or stationary power storage devices and equipment used in buildings (houses, factories, etc.) or outdoors. It may be at least one of the power generation equipment.

The various modifications described above may be implemented in any combination.
The embodiments disclosed this time should be considered to be illustrative in all respects and not restrictive. The scope of the present invention is indicated by the claims rather than the description of the embodiments described above, and it is intended that all changes within the meaning and scope equivalent to the claims are included.

1 Vehicle group, 2 EVSE group, 11 Battery, 20 MG, 60 Inlet, 61 Charger/discharger, 81 HMI, 82 NAVI, 83 Air conditioner, 90 Communication device, 100 Vehicle, 150 ECU, 200,500,700 Server, 300 EVSE, 1000 management device, PG power system, UT mobile terminal.

Claims (2)

An energy management system that provides an incentive to a manager of the resource as compensation for energy management using the resource,
including an administrator terminal operated by the administrator,
The administrator terminal includes an operation unit that accepts a withdrawal operation for stopping the energy management midway through the execution of the energy management using the resources, and a control unit that accepts a withdrawal operation for stopping the energy management midway through, and a control unit that accepts a withdrawal operation for stopping the energy management midway through, and a control unit that accepts a withdrawal operation that the administrator loses by stopping the energy management midway through. An energy management system that simultaneously displays the amount of incentive loss. An energy management system that provides an incentive to a manager of the resource as compensation for energy management using the resource,
including an administrator terminal operated by the administrator,
The administrator terminal is configured to accept a withdrawal operation for stopping the energy management using the resource midway through,
If the withdrawal operation is performed on the administrator terminal while the energy management using the resource is being executed, the administrator terminal stops the energy management midway through before stopping the energy management. An energy management system that foretells the amount of incentive loss that the manager will lose by doing so.

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