JP7643353B2 - Route Indicator and Power Management System - Google Patents

Description

The present disclosure relates to a driving route instruction device that instructs a vehicle to travel along a driving route to a set destination, and a power management system.

In recent years, electric vehicles that use batteries as their driving force source, such as electric cars that use batteries as their driving force source and hybrid cars that use batteries as part of their driving force source, have become increasingly popular. As such electric vehicles (hereinafter also simply referred to as "vehicles") become more popular, plans are underway to put into practical use "power supply spots" that allow the battery to be charged while the vehicle is stopped, and "power supply lanes" that allow the battery to be charged while the vehicle is traveling, in order to charge the battery mounted on such electric vehicles. In response to the plans to put into practical use these "power supply lanes," a technology has been proposed that provides route guidance to a destination while taking into account the charging of the battery using "power supply lanes" and "power supply spots."

Patent Document 1 discloses an information provision system that obtains the power margin for power supply capacity for each power supply area, and provides the locations and driving routes of "power supply spots" that exist in power supply jurisdiction areas with a high power margin (hereinafter also referred to as "power margin" or "margin"). This allows electric vehicles to charge in power supply areas with a high power margin, and makes it possible to smooth out the power margin between multiple power supply areas.

Patent document 2 discloses a navigation device that displays routes with different characteristics: a reference route created based on a normal route searched for using map information, and a power supply route searched for with priority given to "power supply lanes," allowing the user to select a route that best suits their purpose.

JP 2013-213799 A JP 2013-200247 A

In addition to the above, Patent Document 1 discloses that a driving route may be set that passes through power supply spots in power supply areas with a high power margin (low power usage rate) at the time the destination is set, regardless of the remaining battery capacity (State of Charge: SOC). However, Patent Document 1 compares the margins of multiple power supply areas, and does not change the driving route based on the power margin in one power supply area. As a result, the power supply area cannot consume power when the power margin is high, and the power generation amount must be adjusted at the power plant that supplies the power.

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

The present invention has been made in consideration of the above circumstances, and its purpose is to provide a route indication device, a power management system, and a server that can utilize power supply lanes to promote power consumption when there is a surplus in the power supply.

The present invention is a driving route instruction device that instructs a driving route to a destination for an electric vehicle whose battery can be charged by non-contact charging from a power supply lane, and includes a margin calculation unit that calculates a margin for the maximum power supply amount of a power supply area in which the power supply lane exists, and an instruction unit that instructs the vehicle to drive on the power supply lane when the margin calculated by the margin calculation unit is greater than a first threshold value.

As a result of the above, when the surplus amount is greater than the first threshold, i.e., when there is a surplus in the power supply, the electric vehicle can be driven on the power supply lane and used for charging. This allows the surplus amount to be consumed for charging, making it possible to suppress the amount of adjustment of power generation by the power plant.

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

Vehicles with SOCs below a certain value, i.e. low SOC vehicles, can be charged more than high SOC vehicles. As a result, low SOC vehicles can be driven and charged, consuming more power.

Preferably, when the surplus amount is greater than a first threshold, the greater the surplus amount, the more electric vehicles are instructed to travel in the power supply lane. Alternatively, when the surplus amount is greater than a second threshold, which is greater than the first threshold, the more electric vehicles are instructed to travel in the power supply lane compared to when the surplus amount is greater than the first threshold and less than the second threshold.

As a result of the above, when the margin is large, more electric vehicles can be driven on the power supply lane and more electricity can be consumed compared to when the margin is not large.

Preferably, when the surplus amount is greater than the second threshold, the speed of the electric vehicle traveling in the power supply lane is instructed to be reduced compared to when the surplus amount is greater than the first threshold and less than the second threshold.

As a result of the above, the speed of electric vehicles traveling in the power supply lane is reduced when there is a large margin of error, allowing more power to be supplied compared to when the speed is high. This allows more power to be supplied when there is a margin of error in the power supply.

The power management system of the present disclosure includes a server, a power facility, and a power supply lane. The server manages the power in the area under its jurisdiction. The power facility generates power using natural energy and supplies the power to the grid in the area under its jurisdiction. The power supply lane charges an electric vehicle contactlessly with a portion of the power generated by the power facility. The server detects the amount of power supply and the amount of power demand in the area under its jurisdiction. When the server detects surplus power based on the amount of power supply and the amount of power demand, it instructs at least one electric vehicle to travel in the power supply lane.

As described above, the power facility generates electricity using natural energy, so it can generate electricity while protecting the global environment. Furthermore, there may be cases where surplus electricity becomes large due to changes in natural energy. Even in such cases, it is possible to consume at least a portion of the surplus electricity by having the electric vehicle travel in the power supply lane. This makes it possible to reduce waste of surplus electricity.

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

As a result, it is possible to prevent the driver of an electric vehicle from changing the driving route while allowing the electric vehicle to consume at least a portion of the surplus electricity.

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

As a result of the above, an electric vehicle that is instructed to travel in a power supply lane can decide whether or not to travel in the power supply lane, improving the freedom of travel of the electric vehicle.

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

As a result of the above, the server can identify the maximum charge amount for electric vehicles that have agreed to travel in the power supply lane.

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

As a result of the above, the selected electric vehicle that will travel in the power supply lane can be made aware of the required amount of charging in the power supply lane.

Preferably, the server transmits information indicating that a non-selected electric vehicle is a non-selected electric vehicle among the at least one electric vehicle other than the selected electric vehicle.

The above allows the non-selected electric vehicle to recognize that it has not been selected as an electric vehicle to travel in the power supply lane.

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

As a result of the above, it is possible to charge the selected electric vehicle with more of the requested charging power.

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

As a result of the above, the selected electric vehicle traveling in the power supply lane can be made aware of the amount of charge per unit time and the traveling speed.

Preferably, the server adjusts the amount of charging per unit time through the power supply lane in response to changes in surplus power while the electric vehicle is traveling through the power supply lane.

As a result of the above, even if a change in surplus power occurs while the electric vehicle is traveling in the power supply lane, the change in surplus power can be absorbed by adjusting the amount of charge per unit time.

The server of the present disclosure manages the power in its jurisdiction. The server includes a communication interface and a processor. The communication interface communicates with electric vehicles. The electric vehicles are charged in a contactless manner through the power supply lane with at least a portion of the power generated by power equipment that generates power using natural energy. The processor detects the power supply and power demand in the jurisdiction area. When the processor detects a surplus based on the power supply and power demand, it instructs the electric vehicles to travel in the power supply lane.

As described above, the power facility generates electricity using natural energy, so it can generate electricity while protecting the global environment. Furthermore, there may be cases where surplus electricity becomes large due to changes in natural energy. Even in such cases, it is possible to consume at least a portion of the surplus electricity by having the electric vehicle travel in the power supply lane. This makes it possible to reduce waste of surplus electricity.

The server of the present disclosure manages the power in its jurisdiction. The server includes a communication interface and a processor. The communication interface communicates with the electric vehicle. The electric vehicle discharges in a non-contact manner in the discharge lane. The processor detects the power supply and power demand in the jurisdiction. When the processor detects a power shortage based on the power supply and power demand, it instructs the electric vehicle to travel in the discharge lane.

As described above, the power facility generates electricity using natural energy, so it can generate electricity while protecting the global environment. Furthermore, there may be cases where there is a large power shortage due to changes in natural energy. Even in such cases, the electric vehicle can travel in the discharge lane to make up for the power shortage with the discharged power.

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

FIG. 2 is a schematic diagram of the first embodiment. 2 is a conceptual diagram showing a route searched for by a route search unit constituting the driving route instruction server in the first embodiment; FIG. 11 is a display example displayed on a display unit constituting the driving route instruction server in the first embodiment when the driving route is changed from a normal route to a charging route. 5 is a flowchart showing a process for instructing a charging route in the first embodiment. FIG. 11 is a schematic diagram of a second embodiment. 10 is a flowchart showing a process for instructing a charging route in a second embodiment. 13 is a flowchart showing a process for instructing a charging route in the first modified example of the second embodiment; FIG. 13 is a schematic diagram of a power management system according to a third embodiment. FIG. 11 is a schematic diagram of a third embodiment. 1 is an example of a vehicle DB. 1 is an example of a charge/discharge lane DB. 13 is a flowchart according to a third embodiment. 13 is a flowchart according to a third embodiment. 13 is a flowchart according to a third embodiment. 13 is a flowchart according to a third embodiment. 13 is a display example of a charge availability screen. 13 is an example of a vehicle DB in a modified example of the third embodiment. 13 is a flowchart of a modified example of the third embodiment.

First Embodiment
FIG. 1 is a schematic diagram showing this embodiment, in which a “travel route instruction device” in this embodiment is a travel route instruction server 20 .

As shown in FIG. 1, the driving route instruction server 20 includes a data storage unit 21, a communication unit 22, a power supply monitoring unit 23, a power demand monitoring unit 24, and a control unit 25. The driving route instruction server 20 is configured using one or more computers including a CPU (Central Processing Unit), an FPGA (Field Programmable Gate Array), a ROM (Read Only Memory), and a RAM (Random Access Memory).

The data storage unit 21 is composed of a storage medium such as a hard disk or a flash memory, and stores vehicle information including map information, power supply lane information, power demand, available power supply, location information, and vehicle ID. The power supply lane information is the location coordinates of roads equipped with wireless charging facilities (hereinafter referred to as "power supply lanes").

The communication unit 22 receives road traffic information from the VICS (registered trademark) center via optical beacons or radio beacons output from transmitters installed along the road, or receives FM multiplex broadcasts. It also connects to the network 10 to communicate with the vehicle 30 and power supply lanes, and acquires information for updating various information in the data storage unit 21 to the latest information. The communication unit 22 corresponds to the "instruction unit" in the present invention, and transmits instructions on the driving route of the vehicle 30 and changes to the driving route.

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

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

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

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

The battery 31 of the vehicle 30 can be charged contactlessly while traveling by using a power supply lane provided on the road. As a method for contactless charging while traveling, a known technology is used to transmit power contactlessly between a power transmitting device provided on the ground and a power receiving device 42 provided on the vehicle 30 using a transmission method such as magnetic field coupling (electromagnetic induction), electric field coupling, magnetic field resonance coupling (magnetic resonance), or electric field resonance coupling (electric field resonance). Note that contactless charging is also called contactless power supply, contactless power transmission, wireless power transmission, or wireless power supply. In addition to contactless charging by the above-mentioned power supply lane, charging from contactless charging equipment or contact charging equipment at a charging station may be possible.

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

The GPS receiver 36 detects location information including the current location and direction of travel of the vehicle 30 using the Global Positioning System (GPS), and operates, for example, as a means for receiving and processing radio waves from three or more GPS satellites orbiting the Earth to detect the current location.

In this embodiment, the input unit 37 is configured with a touch panel, and route search conditions such as the destination, intermediate points, and preferred road types are input by the user via the touch panel or buttons. The input unit 37 is also used when the user selects a preferred route from among multiple routes to the destination presented by the display unit 40. Note that the input unit 37 may be a touch panel, mechanical buttons, or a voice input device such as a microphone.

The communication unit 38 connects to the network 10 and communicates with the driving route instruction server 20 described above to transmit position information and receive driving routes.

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

The display unit 40 is composed of a display panel such as a liquid crystal panel. This display unit 40 displays a searched route, a map image based on map information during route guidance, a selected route, the current position, etc. In addition, the navigation device 35 acquires information such as the remaining capacity of the battery 31, and displays the status of the vehicle 30 based on this acquired information.

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

Returning to the route instruction server 20 in FIG. 1, the explanation will continue. The control unit 25 is composed of a processor consisting of a CPU, ROM, and RAM (none of which are shown), and executes predetermined processing based on control programs recorded in the ROM and RAM to control the operation of each part of the navigation device 35. Note that, in this embodiment, the control unit 25 has been described as reading and executing control programs recorded in the ROM or RAM, but it is also possible to store the control programs in storage media such as CD-ROM or DVD-ROM and provide them to the control unit 25.

The control unit 25 then executes the control program to realize the following functional configurations: a route search unit 26, a surplus power calculation unit 27, and a driving route determination unit 28.

The route search unit 26 searches for a route from the location information received by the communication unit 22 to the destination set by the user of the vehicle 30 via the input unit 37, by referring to the information stored in the data storage unit 21.

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

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

The normal route is a route that is searched for using only map information, without taking into account power supply lane information. Therefore, the normal route is the shortest route between the vehicle's current position and the set destination under the set conditions. Specifically, the shortest route is searched for based on the set conditions and the road information included in the map information.

The set conditions are not simply the shortest distance to the destination, but also include conditions set by the user, such as avoiding toll roads as much as possible and using roads that are as wide as possible.

The charging route is different from the normal route and is a route searched for using map information, remaining battery capacity information from the SOC sensor 33, and power supply lane information. This charging route is a route that travels to the destination while traveling in the power supply lane as much as possible, so depending on the route searched, the route may be longer than the normal route.

The normal route and charging route searched by the route search unit 26 are shown in FIG. 2. Regarding the route between the current location S and the set destination G, the normal route A is shown by a dashed line. The charging route B is shown by a solid line.

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

Charging route B is a route that is searched for with priority given to the power supply lanes so as to utilize the power supply lanes as much as possible, and is therefore a longer route to destination G than normal route A. Charging route C is a route that passes through power supply lane roads E1, E2, and E3 and heads towards destination G.

Figure 3 shows a method for displaying a driving route by the display unit 40, and is an example of a display when the driving route is changed from a normal route to a charging route. In this embodiment, the change in the driving route is displayed on the screen using text and a map so that the user can understand.

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

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

The driving route instruction server 20 in this embodiment is configured as described above. Next, the specific operations up to displaying the searched route will be described in detail with reference to the flowchart in FIG. 4.

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

In addition, the route search unit 26 searches for a charging route that is a route searched for using map information, remaining capacity information from the SOC 33, and power supply lane information, and is a route searched for so as to travel to the destination while traveling on non-contact charging roads as much as possible.

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

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

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

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

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

In this way, when the power surplus is greater than the first threshold, that is, when there is a surplus in the power supply, the electric vehicle can be driven on the power supply lane and used for charging. This allows the power surplus to be consumed for charging, making it possible to suppress the amount of adjustment of the power generation amount by the power plant.
(Modification 1 of the first embodiment)
The driving route instruction device in this embodiment has a basic configuration similar to that of the first embodiment, and differs from the first embodiment in that the measurement result of SOC is used to identify the target vehicle. Specifically, based on the measurement result of SOC among the vehicle information received from the communication unit 38 of the vehicle 30 via the communication unit 22, an instruction is given to drive in the power supply lane when the SOC is less than a predetermined value. The predetermined value in this embodiment refers to a fixed value of 50%. The predetermined value may be the power required to arrive at the destination set in the navigation device 35.

Specifically, in S104 in FIG. 4 in the first embodiment, in addition to identifying the vehicle traveling on the normal route, it is determined whether the SOC is less than a predetermined value. As a result, the target vehicle traveling on the charging route is a vehicle with a SOC less than the predetermined value, i.e., a low SOC vehicle. Since a low SOC vehicle can be charged more than a high SOC vehicle, as in this embodiment, by running the low SOC vehicle, more power can be consumed, and surplus power can be efficiently suppressed.
Second Embodiment
The second embodiment of the driving route instruction device of the present invention has a basic configuration similar to that of the first embodiment, and differs in that the control unit 25 of the driving route instruction server 20 is equipped with a target vehicle identification unit 29 to give instructions to a plurality of vehicles 30, and this target vehicle identification unit 29 increases or decreases the number of vehicles 30 traveling in the power supply lane.

Figure 5 is a schematic diagram of this embodiment. The target vehicle identification unit 29 identifies target vehicles whose driving route is to be changed from the normal route to the charging route. Specifically, the number of vehicles (hereinafter referred to as "target vehicles") that travel on the charging route when the power surplus amount calculated by the surplus power calculation unit 27 is large is increased. In addition, when identifying the target vehicles, based on the position information of the vehicles 30 stored in the data storage unit 21, the target vehicles are determined in order of the degree of detour from the normal route, i.e., the vehicles 30 that will not be detoured as much, if the driving route is changed to the charging route.

Figure 6 is a flowchart for explaining this embodiment. Methods similar to those in the first embodiment (with the same serial numbers) will be omitted, and the explanation will begin from S204.

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

Next, target vehicles for changing the driving route to a charging route are identified based on the power margin (S205). Specifically, when the power margin calculated by the surplus power calculation unit 27 is large, the number of target vehicles is increased compared to when it is small. In addition, in identifying target vehicles, vehicles 30 that would be less likely to detour from the normal route if the charging route were changed are identified as target vehicles in order of the degree of detour from the normal route, i.e., vehicles 30 that would not be detoured.

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

In this way, when the margin is large, more electric vehicles can be driven on the power supply lane and more power can be consumed compared to when the margin is not large.
(Modification 1 of the second embodiment)
The second embodiment of the driving route indication device of the present invention has a basic configuration similar to that of the second embodiment, and differs from the first embodiment in that a threshold value is used when identifying a target vehicle based on the power margin.

Figure 7 is a flowchart for explaining this embodiment. Methods similar to those in the first and second embodiments (with the same serial numbers) will be omitted, and the explanation will begin from S305.

Among the vehicles 30 traveling on the normal route identified in S204, target vehicles for changing the traveling route to the charging route are identified (S305). Specifically, as in the second embodiment, X vehicles 30 are identified as target vehicles in order of decreasing degree of detour.

Next, it is determined whether the power margin calculated by the surplus power calculation unit 27 is equal to or greater than β, which is greater than α (S306). Here, β corresponds to the "second threshold value."

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

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

In this way, by setting multiple thresholds and gradually increasing the number of target vehicles traveling on the charging route, when the surplus amount is large, more electric vehicles can be driven on the power supply lane and more electricity can be consumed than when the surplus amount is not large.
(Modification 2 of the second embodiment)
In the second embodiment, many vehicles are allowed to travel on the power supply lane when the power margin is large, but in this embodiment, when the power margin is large, the speed of the target vehicle traveling on the power supply lane is reduced. Specifically, when the target vehicle identified by the target vehicle identification unit 29 travels on the power supply lane, a message is displayed on the display unit 40 of the vehicle 30 indicating that the speed should be reduced, to prompt the user to reduce the speed.

As a result of the above, when there is a large power surplus, the speed of the vehicle traveling in the power supply lane is reduced, and the vehicle stays in the power supply lane for a longer period of time compared to when the vehicle is traveling at a higher speed, allowing more power to be supplied. This allows more power to be consumed through charging when there is a surplus in the power supply.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above examples. Appropriate modifications may be made within the scope of achieving the object of the present invention, and the embodiments of the present invention described thus far may be combined with each other.

The driving route instruction device does not have to be a server, and for example, the driving route instruction device may be mounted on the vehicle 30. Also, only the route search unit 26 may be mounted on the vehicle 30. Alternatively, the driving route instruction device may be mounted on the vehicle 30. Also, the vehicle 30 may be an autonomous vehicle, in which case it performs autonomous driving based on the driving route.

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

The CEMS1 includes a Factory Energy Management System (FEMS) 11, a Building Energy Management System (BEMS) 12, a Home Energy Management System (HEMS) 13, a generator 14, a naturally variable power source 15, an Energy Storage System (ESS) 16, Electric Vehicle Supply Equipment (EVSE) 17, a vehicle 30, a heat storage system 19, and a charge/discharge lane 9. In the CEMS1, a microgrid MG is constructed by these components (components including the charge/discharge lane 9, etc.).

FEMS11 is a system that manages the supply and demand of electricity used in a factory. FEMS11 includes a factory building (including air conditioning equipment and lighting fixtures, etc.) and industrial equipment (production lines, etc.) that operate using electricity supplied from the microgrid MG. Although not shown, FEMS11 may include power generation equipment (generators, solar panels, etc.) installed in the factory. Electricity generated by these power generation equipment may be supplied to the microgrid MG. FEMS11 may also include power generation equipment (solar panels, etc.) and may also include a cold heat source system (waste heat recovery system, heat storage system, etc.). FEMS11 further includes an FEMS server 110 that is capable of bidirectional communication with the driving route instruction server 20.

BEMS12 is a system that manages the supply and demand of electricity used in buildings such as offices or commercial facilities. BEMS12 includes air conditioning equipment and lighting fixtures installed in the building. BEMS12 may also include power generation equipment and/or a cooling and heating source system. BEMS12 further includes a BEMS server 120 capable of bidirectional communication with the driving route instruction server 20.

HEMS13 is a system that manages the supply and demand of electricity used in the home. HEMS13 includes household appliances (air conditioning equipment, lighting fixtures, other electrical appliances, etc.) that operate using electricity supplied from the microgrid MG. HEMS13 may also include solar panels, a household heat pump system, a household cogeneration system, a household storage battery, etc. HEMS11 further includes a HEMS server 130 that is capable of bidirectional communication with the driving route instruction server 20.

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

The naturally variable power source 15 generates power using natural energy. In other words, the naturally variable power source 15 is a power generation facility whose power output fluctuates depending on weather conditions and the like, and outputs the generated power to the microgrid MG. Natural energy is energy obtained from natural phenomena, such as sunlight, heat, wind, tidal, and geothermal energy. Note that while FIG. 8 illustrates a solar power generation facility (solar panels), the naturally variable power source 15 may include a wind power generation facility instead of or in addition to the solar power generation facility. By including the naturally variable power source 15, the power management system 100 generates power using natural energy, and therefore can generate power while protecting the global environment. The naturally variable power source 15 is a power facility that generates power using natural energy.

The power storage system 16 is a stationary power storage device that stores power generated by the naturally variable power source 15 or the like. This power storage device is a secondary battery such as a lithium-ion battery or a nickel-metal hydride battery, and for example, a traction battery (recycled product) that was previously installed in a vehicle can be used. However, the power storage system 16 is not limited to a secondary battery, and may also be a power-to-gas device that uses surplus power to produce gaseous fuel (hydrogen, methane, etc.).

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

The heat storage system 19 includes a heat storage tank provided between the heat source machine and the load (air conditioning equipment, etc.), and is configured to temporarily store the liquid medium in the heat storage tank in an insulated state. By using the heat storage system 19, it is possible to stagger the generation and consumption of heat. For example, it is possible to store the heat generated by operating the heat source machine by consuming electricity at night in the heat storage tank, and then consume the heat during the day for air conditioning.

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

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

The charge/discharge lane 9 performs at least one of contactless charging and discharging of the vehicle 30 present on the charge/discharge lane 9 (for example, traveling on the charge/discharge lane 9). The charge/discharge lane 9 includes one or more power transmission/reception units 90 and a controller 95. The power transmission/reception units 90 perform at least one of contactless charging and discharging of the vehicle 30. In this embodiment, a configuration in which the power transmission/reception units 90 perform contactless charging of the vehicle 30 will be mainly described. Each of the power transmission/reception units 90 includes a power transmission coil (not shown). The power transmission coil is electrically connected to an AC power source (not shown). Furthermore, the power transmission/reception unit 90 is provided with a sensor (optical sensor, weight sensor, etc.) (not shown) for detecting the vehicle 30 (or the power receiving device 42) located within a range where contactless charging is possible.

The controller 95 identifies the position of the vehicle 30 (or the power receiving device 42) based on the detection signals from the above-mentioned sensors. The controller 95 then supplies AC power from the AC power source to the power transmitting and receiving coil of the power transmitting and receiving unit 90 located within a range where the vehicle 30 can be charged contactlessly.

In the example shown in FIG. 8, CEMS1 includes one each of FEMS11, BEMS12, HEMS13, generator 14, naturally variable power source 15, power storage system 16, charging/discharging equipment 17, vehicle 30, heat storage system 19, and charging/discharging lane 9, but the number of these systems or equipment included is arbitrary. CEMS1 may include multiple of these systems or equipment, and there may be systems or equipment not included in CEMS1. FEMS11, BEMS12, and/or HEMS13 may include equipment such as a generator, or may include power equipment and vehicles.

The driving route instruction server 20 is a computer that manages the power adjustment resources in the CEMS1 and instructs the driving route of the vehicle 30 under management. The power adjustment resources are the components listed above. The power adjustment resource management process involves management of the power supplied to the power adjustment resources in the jurisdiction area and the power demand in the jurisdiction area. In the example of FIG. 8, the jurisdiction area is the area to which the CEMS1 belongs. In other words, the power supply and power demand of each component (such as FEMS11) belonging to the CEMS1 are the targets of management.

The driving route instruction server 20 includes a control device 201, a storage device 202, and a communication device 203. The control device 201 includes a processor and is configured to execute predetermined arithmetic processing. The storage device 202 includes a memory that stores a program executed by the control device 201, and stores various information used in the program (maps, relational expressions, parameters, etc.). The storage device 202 also includes a database, and stores data related to the power of the system or equipment included in the CEMS1 (power generation history, power consumption history, etc.). The communication device 203 includes a communication interface, and is configured to communicate with the outside (other servers, etc.).

The driving route instruction server 20 may be an aggregator server. An aggregator is an electric utility that provides an energy management service by bundling multiple power adjustment resources. The driving route instruction server 20 corresponds to the "server" in this disclosure. In addition, the servers (110, 120, 130) included in each of the FEMS 11, BEMS 12, and HEMS 13 systems can also be the "server" according to this disclosure.

In addition, the above-mentioned process of managing the power adjustment resources in the CEMS1 and the process of instructing the driving route of the managed vehicle 30 may be performed by different servers. For example, the process of managing the power adjustment resources in the CEMS1 may be performed by a CEMS server, and the process of instructing the driving route of the managed vehicle 30 may be performed by a driving route instruction server 20.

The substation equipment 3 is provided at the receiving point (interconnection point) of the microgrid MG, and is configured to be able to switch between parallel (connection) and disconnection (disconnection) between the microgrid MG and the power grid 4. The substation equipment 3 is also connected to the naturally variable power source 15. The substation equipment 3 includes a high-voltage side (primary side) switchgear, a transformer, a protective relay, a measuring instrument, and a control device, all of which are not shown. When the microgrid MG is interconnected with the power grid 4, the substation equipment 3 receives AC power, for example, extra-high voltage (a voltage exceeding 7000 V), from the naturally variable power source 15 and the power grid 4, and steps down the received power to supply it to the microgrid MG. In addition, power generated by a power regulation resource (for example, the naturally variable power source 15) that generates power among the power regulation resources in the CEMS 1 is also supplied to the microgrid MG.

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

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

Figure 9 is a schematic diagram of devices communicating with each other in this embodiment. Comparing Figure 9 with Figure 1, the difference is that the vehicle 30 in Figure 9 has a processing device 50. The processing device 50 performs various decisions, generates various signals, transmits the signals, and receives various signals from external devices, as shown in Figures 12 to 15 described below.

Also, comparing FIG. 9 with FIG. 1, FIG. 9 differs in that the devices with which the vehicle 30 and the driving route instruction server 20 communicate include a controller 95. In the example of FIG. 9, multiple controllers 95 are shown provided in each of multiple charging and discharging lanes.

A contract is concluded between the administrator of CEMS1 and the power company that maintains and manages power system 4 regarding the amount of power supplied from power system 4 to microgrid MG at a predetermined period (e.g., every 30 minutes). In this embodiment, in accordance with this contract, the driving route instruction server 20 adjusts at least one of the power supply amount and the power demand amount so that the power supply amount and the power demand amount are approximately equal.

The power supply is the power supplied to each component in the CEMS1 by the microgrid MG from the power system 4 and other facilities (for example, the naturally variable power source 15 in FIG. 8). The power demand is the power demand of each component in the CEMS1.

The control of adjusting the amount of power supply so that it roughly matches the amount of power demand is called "simultaneous equalization," and in particular when the period is 30 minutes, it is called "30-minute simultaneous equalization."

The period covered by the simultaneous simultaneous amount is not limited to 30 minutes. The period covered by the simultaneous simultaneous amount may be shorter than 30 minutes (for example, 10 minutes) or longer than 30 minutes (for example, 1 hour). The period covered by the simultaneous simultaneous amount can be determined arbitrarily by contract.

The power supplied by the microgrid MG to each component in the CEMS 1 includes the power generated by the naturally variable power source 15 in FIG. 8. Therefore, the amount of power generated by the naturally variable power source 15 may fluctuate significantly due to sudden fluctuations in natural energy. For example, if the naturally variable power source 15 is a solar panel, a "sudden fluctuation in natural energy" would be an increase in the amount of sunlight irradiated due to the movement of clouds. In this way, if the amount of power generated by the naturally variable power source 15 becomes greater than expected and the generated power is discarded, power will be wasted.

Therefore, in this embodiment, the power supply monitoring unit 23 of the driving route instruction server 20 monitors the above-mentioned power supply amount. As a result, the power supply monitoring unit 23 obtains the current value of the power supply amount. In addition, the power demand monitoring unit 24 of the driving route instruction server 20 monitors the above-mentioned power demand amount. As a result, the power demand monitoring unit 24 obtains the current value of the power demand amount.

Then, the surplus power calculation unit 27 detects surplus power based on the power supply amount and the power demand amount. For example, the surplus power calculation unit 27 executes a calculation to subtract the power demand amount from the power supply amount. If the calculated value derived by this calculation is positive, it means that surplus power is generated. The surplus power calculation unit 27 detects the positive calculated value as surplus power. In particular, as described above, the power supplied to each component in the CEMS1 by the microgrid MG includes the power generated by the naturally variable power source 15 in FIG. 8. Therefore, the surplus power may become large due to a sudden fluctuation in natural energy. The surplus power may be the above-mentioned margin that is equal to or greater than the first threshold value.

When the driving route instruction server 20 detects surplus power, it instructs (guidances) at least one vehicle 30 to drive in the power supply lane. Therefore, in the power management system 100 of this embodiment, the power supply lane can be utilized to encourage the user of the vehicle 30 to consume power when there is a surplus in the power supply. This allows the power management system 100 to reduce the waste of surplus power.

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

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

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

Figure 11 is an example of a charge/discharge lane DB. In the charge/discharge lane DB, a charge/discharge lane ID and the range of the charge/discharge lane associated with the charge/discharge lane ID are shown. The charge/discharge lane ID is identification information indicating the charge/discharge lane. The range of the charge/discharge lane indicates, for example, the range of the area that the charge/discharge lane occupies. The range of the charge/discharge lane is indicated, for example, by a range of latitude and a range of longitude. In this embodiment, the charge/discharge lane DB specifies S (S is an integer equal to or greater than 1) charge/discharge rails. In this embodiment, the vehicle 30 also holds a charge/discharge lane DB.

[Power Management System Flowchart]
12 to 15 are flowcharts of the power management system 100. The "server" in FIG. 12 to 15 corresponds to the "travel route instruction server 20", and the controller corresponds to the controller 95 of the charge/discharge lane 9. The processes of the travel route instruction server 20 in FIG. 12 to 15 are mainly executed by the control unit 25. In FIG. 12 to 15, the first vehicle, the second vehicle, the third vehicle, the fourth vehicle, and the fifth vehicle are described as five vehicles 30. The first vehicle, the second vehicle, the third vehicle, the fourth vehicle, and the fifth vehicle are vehicles with which the travel route instruction server 20 communicates. The first vehicle, the second vehicle, the third vehicle, the fourth vehicle, and the fifth vehicle each have the functions of the vehicle 30 shown in FIG. 9. The processes of the vehicles (the first vehicle, the second vehicle, the third vehicle, the fourth vehicle, and the fifth vehicle) in FIG. 12 to 15 are mainly executed by the processing device 50.

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

Next, in step S4, the driving route instruction server 20 transmits a route request signal to each vehicle (first vehicle to fifth vehicle). Here, the route request signal is a signal for requesting the vehicle's planned driving route from the vehicle. The planned driving route is, for example, information indicating the planned driving route from the current location of the vehicle while it is traveling to the destination. The planned driving route is also stored in the driving route memory unit 39 of the vehicle 30. The driving route instruction server 20 can also identify the destination of signals such as the route request signal based on the vehicle ID in FIG. 10.

In step S6, the first vehicle that has received the route request signal transmits the driving plan route of the first vehicle to the driving route instruction server 20. In step S8, the second vehicle that has received the route request signal transmits the driving plan route of the second vehicle to the driving route instruction server 20. In step S10, the third vehicle that has received the route request signal transmits the driving plan route of the third vehicle to the driving route instruction server 20. In step S12, the fourth vehicle that has received the route request signal transmits the driving plan route of the fourth vehicle to the driving route instruction server 20. In step S14, the fifth vehicle that has received the route request signal transmits the driving plan route of the fifth vehicle to the driving route instruction server 20.

In step S16, the driving route instruction server 20 acquires the driving plan route from each vehicle (first vehicle to fifth vehicle). Then, based on the driving plan route from each vehicle, the driving route instruction server 20 determines whether each vehicle has a plan to drive in the charge/discharge lane 9. This determination is realized, for example, by the driving route instruction server 20 determining whether the range of the charge/discharge lane 9 is included in the range of the route coordinates defined in the driving plan route. The driving route instruction server 20 can identify the range of the charge/discharge lane 9 by referring to the charge/discharge lane DB (see FIG. 11).

When the range of the charge/discharge lane 9 is included in the coordinate range of the route defined in the travel plan route, the travel route instruction server 20 determines that the vehicle 30 on the travel plan route will travel in the charge/discharge lane 9. When the range of the charge/discharge lane 9 is not included in the coordinate range of the route defined in the travel plan route, the travel route instruction server 20 determines that the vehicle 30 on the travel plan route will not travel in the charge/discharge lane 9. In other words, the process of step S16 is a process in which the travel route instruction server 20 determines, based on the travel plan route from each vehicle, whether or not the vehicle is estimated to travel in the charge/discharge lane 9.

In the example of FIG. 12, the first to fourth vehicles correspond to "vehicles estimated to be traveling in charge/discharge lane 9". On the other hand, the fifth vehicle corresponds to "vehicles estimated not to be traveling in charge/discharge lane 9". In step S16, the driving route instruction server 20 transmits a request signal to each of the first to fourth vehicles, which are "vehicles estimated to be traveling in charge/discharge lane 9". Here, the request signal is a signal for instructing the vehicle 30 to travel in the charge/discharge lane 9. In other words, the driving route instruction server 20 instructs the first to fourth vehicles to travel in the charge/discharge lane 9 by transmitting the request signal to the first to fourth vehicles.

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

Figure 16 is an example of a charging availability screen. The charging availability screen in Figure 16 displays a text image 185, a YES button 186, and a NO button 187. The text image 185 includes an image that asks the driver whether charging is possible in the charging/discharging lane 9, and an image of the charging price for the charging/discharging lane 9. In the example of Figure 16, the text image 185 includes the text "Do you want to charge in the charging/discharging lane?" and the text "Charging price: A yen."

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

Furthermore, in steps S18, S20, S22, and S24, if the YES button 186 is operated (i.e., charging is performed in the charge/discharge lane 9), the vehicle 30 refers to the SOC of the battery 31 and calculates the maximum charge amount. Here, the maximum charge amount is the maximum amount that can be charged to the battery 31.

In the example of FIG. 13, the drivers of the first to third vehicles operate the YES button 186, and the driver of the fourth vehicle operates the NO button 187. In steps S26, S28, and S30, the vehicle 30 (first to third vehicles) whose YES button 186 has been operated transmits a charge response signal indicating that the vehicle 30 will travel in the charge/discharge lane 9 to the travel route instruction server 20. The vehicle 30 (first to third vehicles) also transmits a maximum charge amount signal together with the charge response signal. The maximum charge amount signal is a signal indicating the maximum charge amount calculated in step S18 or the like. This allows the travel route instruction server 20 to identify the maximum charge amount of the vehicles (first to third vehicles) that have agreed to travel in the charge/discharge lane 9.

Furthermore, the vehicle 30 (fourth vehicle) for which the NO button 187 has been operated transmits a non-charge response signal to the driving route instruction server 20 indicating that the vehicle 30 will not travel in the charge/discharge lane 9. In this way, the response signal includes a charge response signal and a non-charge response signal. In other words, the response signal is a signal indicating whether or not the vehicle 30 will travel in the charge/discharge lane 9. In this way, a vehicle instructed to travel in the charge/discharge lane 9 (a vehicle that has received a request signal) can decide whether or not to travel in the charge/discharge lane 9, thereby improving the freedom of travel of the vehicle.

In the example of FIG. 13, the drivers of the first to third vehicles operate the YES button 186, causing the first to third vehicles to transmit a charge response signal and a maximum charge amount signal to the driving route instruction server 20 (steps S26, S28, and S30). On the other hand, the driver of the fourth vehicle operates the NO button 187, causing the fourth vehicle to transmit a non-charge response signal to the driving route instruction server 20 (step S32).

In step S34, the driving route instruction server 20 selects a vehicle to drive in the charge/discharge lane 9 based on the response signal and the maximum charge amount from each vehicle 30. Hereinafter, a vehicle to drive in the charge/discharge lane 9 is also referred to as a "selected vehicle," and a vehicle that is not to drive in the charge/discharge lane 9 is also referred to as a "non-selected vehicle."

The driving route instruction server 20 sets the vehicles that have sent the non-charging response signal among the vehicles that have sent the response signal as non-selected vehicles. In addition, the driving route instruction server 20 sets the vehicles that have sent the charging response signal as candidates for the selected vehicle.

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

When the driving route instruction server 20 determines the selected vehicle or non-selected vehicle, it updates the "vehicle type" in the vehicle DB (see FIG. 10). For example, the driving route instruction server 20 updates the vehicle type corresponding to the vehicle ID of the first vehicle and the vehicle type corresponding to the vehicle ID of the second vehicle to "selected vehicle". The driving route instruction server 20 further updates the maximum charging amount corresponding to the vehicle ID of the first vehicle and the maximum charging amount (E1 or E3, etc.) corresponding to the vehicle ID of the second vehicle in the vehicle DB. The driving route instruction server 20 also updates the vehicle type corresponding to the vehicle ID of the third vehicle to "non-selected vehicle".

When the route instruction server 20 determines the selected vehicles in step S34, in step S36, the route instruction server 20 calculates the charging request amount for each selected vehicle based on the second algorithm. Here, the charging request amount is the amount of power that the route instruction server 20 requests each selected vehicle to charge via the charge/discharge lane 9. Furthermore, the route instruction server 20 updates the charging request amount corresponding to the vehicle ID of the first vehicle and the charging request amount (M1 or M3, etc.) corresponding to the vehicle ID of the second vehicle in the vehicle DB.

Next, in step S38, the driving route instruction server 20 transmits the charging request amount to each selected vehicle (first vehicle and second vehicle). When the selected vehicle receives the charging request amount, it recognizes that it has been determined as the selected vehicle and that charging of the charging request amount is requested. In this way, the driving route instruction server 20 can cause the selected vehicle, which is the vehicle traveling in the charging/discharging lane 9, to recognize the charging request amount in the charging/discharging lane 9.

In addition, in step S38, the driving route instruction server 20 transmits a non-selected signal to the non-selected vehicle (third vehicle). The non-selected signal is a signal indicating that the vehicle is a non-selected vehicle. When the non-selected vehicle receives the non-selected signal, it recognizes that it is not a selected vehicle. By transmitting the correction signal, the driving route instruction server 20 can make the non-selected vehicle or the driver of the non-selected vehicle recognize that it has not been selected as a vehicle to travel in the charge/discharge lane 9.

In step S40 after step S38, the driving route instruction server 20 transmits the selected vehicle ID (vehicle ID shown in FIG. 10) and the charge request amount of the selected vehicle to the controller 95 of the charge/discharge lane in which each selected vehicle is traveling. Here, the "charge/discharge lane in which each selected vehicle is traveling" is the charge/discharge lane 9 included in the travel plan route transmitted by the selected vehicle in steps S6 to S14. The controller 95 stores the transmitted selected vehicle ID in association with the charge request amount of the selected vehicle of the selected vehicle ID.

In steps S42 and S44, the selected vehicles (first vehicle and second vehicle) execute SOC adjustment control. This SOC adjustment control is a control that reduces the remaining capacity (SOC) of the battery 31 of the selected vehicle. By executing this SOC adjustment control, the driving route instruction server 20 can charge the selected vehicle with more power of the charging request amount.

When the vehicle 30 is, for example, a hybrid vehicle, the SOC adjustment control reduces the remaining capacity of the battery 31 by running the vehicle using only electricity without using gasoline. The SOC adjustment control may also be a control in which the vehicle 30 reduces the remaining capacity of the battery 31 by driving an electrical device that consumes electricity (for example, an air conditioner of the vehicle 30). The selected vehicle may not execute the SOC control.

Then, in steps S46 and S48, the selected vehicle detects the vicinity of the charge/discharge lane 9. As an example of a method for this detection, as described above, the selected vehicle holds a charge/discharge lane DB (see FIG. 11). The selected vehicle can also identify its own position using a GPS function. Then, when the identified position of the selected vehicle approaches the position of the charge/discharge lane specified in the charge/discharge lane DB, the selected vehicle detects the vicinity of the charge/discharge lane 9.

In steps S50 and S52, the selected vehicle transmits a charging start request signal and a vehicle ID to the controller 95. The charging start request signal is a signal for requesting the charging/discharging lane 9 of the destination controller 95 to start charging. When the selected vehicle ID transmitted in step S40 matches the vehicle ID transmitted in step S50 or step S52, the controller 95 identifies the charging request amount corresponding to the matching vehicle ID. Then, when the selected vehicle corresponding to the matching vehicle ID travels in the charging/discharging lane 9, the charging/discharging lane 9 charges the selected vehicle with as much power as possible of the charging request amount corresponding to the matching vehicle ID (the identified charging request amount).

Each vehicle 30 is specified with a maximum charging speed and a minimum charging speed. The charging speed is the amount of charge per unit time (e.g., one second) from the charging/discharging lane 9. The maximum charging speed is the highest charging speed, and the minimum charging speed is the lowest charging speed. Each vehicle 30 can adjust the charging speed in multiple steps within a charging speed range equal to or higher than the minimum charging speed and equal to or lower than the maximum charging speed by controlling the power receiving device 42 of the vehicle 30. The vehicle 30 can also adjust its running speed.

When the selected vehicle receives the charge request amount transmitted in step S38, it obtains the distance L of the charge/discharge lane 9 included in the travel plan route (the charge/discharge lane 9 on which travel is planned) by referring to the charge/discharge lane DB. The selected vehicle then calculates a charge speed A and a travel speed B that satisfy the following formula (1). Note that the charge speed A is a speed that falls within the above-mentioned charge speed range.

Charging requirement = (L/B) x A (1)
Then, when the selected vehicle reaches the charge/discharge lane 9, it travels at the calculated travel speed B and is charged in the charge/discharge lane 9 at the calculated charging speed A. In this way, the selected vehicle calculates the charging speed A and the travel speed B, and travels in the charge/discharge lane 9 at the charging speed A and the travel speed B, whereby an amount of power equal to or close to the requested charging amount transmitted in step S38 is charged to the selected vehicle. Thus, the travel route instruction server 20 can cause the selected vehicle to consume an amount of power equal to or close to the requested charging amount.

In addition, while the selected vehicle is traveling in the charge/discharge lane 9, in step S54, the controller 95 of the charge/discharge lane 9 and the driving route instruction server 20 execute in-travel control.

In this way, when surplus power is detected due to a change in natural energy or the like (YES in step S2), in step S16, at least one vehicle (first vehicle to fifth vehicle) is instructed to travel in the charge/discharge lane 9 (a request signal is sent). Therefore, even if the amount of surplus power is large, at least a portion of the surplus power can be consumed by having the vehicle travel in the charge/discharge lane 9. This reduces the waste of surplus power.

Furthermore, as shown in steps S6 to S16, the vehicle to which the request signal is sent is a vehicle that is estimated to be traveling in the charge/discharge lane 9 based on the planned driving route. Therefore, it is possible to cause the vehicle 30 to consume at least a portion of the surplus power while preventing the driver of the vehicle 30 from changing the driving route.

Figure 15 is a flowchart showing the flow of processing for in-travel control. In step S542, the travel route instruction server 20 checks whether the surplus power detected in step S2 has changed. Here, "the surplus power changes" means, for example, when the increase in the surplus power becomes equal to or greater than a first reference value, or when the decrease in the surplus power becomes equal to or greater than a second reference value. For example, when natural energy increases suddenly, the increase in the surplus power becomes equal to or greater than the first reference value. Also, when natural energy decreases suddenly, the decrease in the surplus power becomes equal to or greater than the second reference value.

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

In step S546, when the surplus power increases, the driving route instruction server 20 transmits an increase change signal to the charging/discharging lane 9 to increase the charging speed through the charging/discharging lane 9. Also, when the surplus power decreases, the driving route instruction server 20 transmits a decrease change signal to the charging/discharging lane 9 to decrease the charging speed through the charging/discharging lane 9.

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

Also, as shown in parentheses in step S548, for example, when the controller 95 receives a decrease change signal, the controller 95 decreases the charging speed of the charge/discharge lane 9. This allows the charge/discharge lane 9 to reduce the amount of power consumed (charged) by the vehicle, thereby preventing a power shortage. In this way, by executing the in-travel control in step S542, even if a change in surplus power occurs while the vehicle 30 is traveling in the charge/discharge lane 9, the charge speed (amount of charge per unit time) is adjusted, so that the change in surplus power can be absorbed.

In the third embodiment, a configuration was described in which, when surplus power is detected in step S2 of FIG. 12 (YES in step S2), each vehicle (first vehicle to fourth vehicle) is instructed to travel in the charge/discharge lane.

However, if the power demand exceeds the power supply, a power shortage may occur. In particular, in the third embodiment, the power supply includes the amount of power supplied by the naturally variable power source 15, which generates power using natural energy. For example, the amount of power generated by the naturally variable power source 15 may decrease significantly due to a sudden fluctuation in natural energy. In this way, if the amount of power generated by the naturally variable power source 15 decreases more than expected, the power demand may become greater than the power supply. In this case, the value obtained by subtracting the power demand from the power supply becomes a negative value, and the absolute value of this negative value is the power shortage. In other words, if the power demand becomes greater than the power supply, a power shortage occurs.

Therefore, when a power shortage occurs, at least some of the vehicles are instructed to drive in the charge/discharge lane 9. The charge/discharge lane 9 is also a discharge lane through which the vehicle 30 discharges power. As a result, the vehicle 30 is caused to drive in the charge/discharge lane 9 and discharges power into the charge/discharge lane 9. The discharged power is then supplied to the microgrid MG. This allows the power management system 100 to compensate for at least a portion of the power shortage with the discharged power.

In an embodiment in which a power shortage occurs, "surplus power" in step S2 of FIG. 12 is replaced with "power shortage." Also, the request signal in step S16 is a signal for instructing the vehicle 30 to travel in the charge/discharge lane 9 (discharge lane). In FIG. 13 and FIG. 14, "charge" is replaced with "discharge."

In FIG. 15, "surplus power" is replaced with "power shortage", and "charging rate" is replaced with "discharging rate". In addition, in the parentheses in step S548, when the power shortage increases, the discharging rate is increased, and when the power shortage decreases, the discharging rate is decreased. The discharging rate is the amount of discharge per unit time.

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

(Modification of the third embodiment)
(1) In the third embodiment, the configuration has been described in which the travel route instruction server 20 acquires the current values of the power supply amount and the power demand amount. However, a configuration may be adopted in which the travel route instruction server 20 calculates predicted values of the power supply amount and the power demand amount. The predicted values are, for example, values a predetermined time (for example, 5 minutes) after the current time. Even if such a configuration is adopted, the same effects as those of the third embodiment are achieved.

(2) In the example of FIG. 12, as shown in steps S4 to S16, the driving route instruction server 20 acquires a driving plan route from each vehicle and transmits a request signal only to vehicles that are estimated to be driving in the charge/discharge lane 9 based on the driving plan route. However, the driving route instruction server 20 may transmit a request signal to all vehicles without requesting the driving plan route.

(3) In the third embodiment, as shown in steps S18 to S24, the display unit 40 displays the charging feasibility screen (see FIG. 16) to confirm with the driver whether or not to charge in the charge/discharge lane 9. However, the vehicle 30 itself may automatically decide whether or not to charge in the charge/discharge lane 9. For example, the vehicle 30 may decide whether or not to charge in the charge/discharge lane 9 based on the current SOC, etc.

(4) In the above third embodiment, the driving route instruction server 20 calculates the charging request amount of each selected vehicle in step S36, and transmits the charging request amount to each selected vehicle in step S38. Then, the selected vehicle calculates the charging speed and traveling speed of the selected vehicle based on the above formula (1). However, the driving route instruction server 20 may calculate the charging speed and traveling speed of each selected vehicle.

Figure 17 is an example of a vehicle DB in this modified example. In this modified example, the driving route instruction server 20 holds the vehicle DB in Figure 17 instead of the vehicle DB in Figure 10. In the vehicle DB in Figure 17, in addition to the vehicle type, maximum charging amount, requested charging amount, and vehicle position, the maximum charging speed and minimum charging speed described above are associated with each vehicle ID. The driving route instruction server 20 can identify the maximum charging speed and minimum charging speed of each vehicle by referring to the vehicle DB in Figure 17.

Figure 18 is an example of a flowchart of this modified example. In this modified example, the flowchart of Figure 14 is replaced by the flowchart of Figure 18. In Figure 18, step S36 in Figure 14 is replaced by step S36A, and step S38 in Figure 14 is replaced by step S38A. The rest of the flowchart is the same as Figures 12, 13, and 16.

In step S36A, the driving route instruction server 20 calculates the charging speed and the traveling speed of each selected vehicle. For example, the driving route instruction server 20 calculates the charging request amount of each selected vehicle using the method described in step S36 above. Then, the driving route instruction server 20 calculates the charging speed and the traveling speed of each selected vehicle using the above formula (1) or the like. The charging speed belongs to a charging speed range that is equal to or higher than the minimum charging speed and equal to or lower than the maximum charging speed specified in the vehicle DB in FIG. 17. Note that the driving route instruction server 20 may calculate the charging speed and the traveling speed of each selected vehicle using other methods.

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

In this modified example, the selected vehicle traveling in the charge/discharge lane 9 can be made aware of the charge amount per unit time and the traveling speed. In addition, the travel route instruction server 20 can make the selected vehicle consume an amount of power equal to or close to the requested amount of charging.

The embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The scope of the present disclosure is indicated by the claims rather than the description of the embodiments above, and is intended to include all modifications within the meaning and scope of the claims.

10 Network 20 Travel route instruction server 21 Data storage unit 22 Server communication unit 23 Power supply monitoring unit 24 Power demand monitoring unit 25 Control unit 26 Route search unit 27 Power margin calculation unit 28 Travel route determination unit 30 Vehicle 42 Power receiving device

Claims (12)

A driving route indication device that indicates a driving route to a destination of an electric vehicle whose battery can be charged by non-contact charging from a power supply lane,
a margin calculation unit that calculates a margin for a maximum power supply amount of a power supply area in which the power supply lane exists;
an instruction unit that instructs the vehicle to travel in the power supply lane when the margin calculated by the margin calculation unit is greater than a first threshold value ,
The driving route instruction device is characterized in that, when the amount of surplus is greater than the first threshold, the instruction unit instructs a larger number of the electric vehicles to travel in the power supply lane as the amount of surplus is greater . A driving route indication device that indicates a driving route to a destination of an electric vehicle whose battery can be charged by non-contact charging from a power supply lane,
a margin calculation unit that calculates a margin for a maximum power supply amount of a power supply area in which the power supply lane exists;
an instruction unit that instructs the vehicle to travel in the power supply lane when the margin calculated by the margin calculation unit is greater than a first threshold value,
the instructing unit instructs a larger number of the electric vehicles to travel in the power supply lane when the surplus amount is greater than a second threshold that is a value greater than the first threshold, compared to when the surplus amount is greater than the first threshold and smaller than the second threshold. 3. The driving route instruction device according to claim 1, wherein the instruction unit instructs the vehicle to travel along the power supply lane when a remaining charge of the battery is less than a predetermined value. 3. The driving route instruction device according to claim 2, wherein the instruction unit instructs the electric vehicle traveling in the power supply lane to reduce a speed when the surplus amount is greater than the second threshold value, compared to when the surplus amount is greater than the first threshold value and smaller than the second threshold value . A server that manages the power in a jurisdiction;
An electric power facility that generates electric power using natural energy and supplies the electric power to a grid in the jurisdiction;
a power supply lane that charges an electric vehicle in a non-contact manner with at least a portion of the power generated by the power facility;
The server,
Detecting the amount of power supply and the amount of power demand in the jurisdiction;
instructing at least one electric vehicle to travel in the power supply lane when surplus power is detected based on the power supply amount and the power demand amount;
the server instructs the at least one electric vehicle to travel in the power supply lane by transmitting a request signal to the at least one electric vehicle;
The electric vehicle that receives the request signal transmits a response signal to the server, the response signal indicating whether or not the electric vehicle will travel in the power supply lane . The server acquires a travel plan route for the at least one electric vehicle;
The power management system according to claim 5 , wherein the at least one electric vehicle is an electric vehicle that is estimated to travel in the power supply lane based on the travel planned route. The power management system according to claim 5 , wherein an electric vehicle that transmits an affirmative response signal indicating that the electric vehicle will travel in the power supply lane as the response signal transmits a maximum charge amount of the electric vehicle to the server. The server,
determining a selected electric vehicle to be caused to travel in the power supply lane based on the response signal and the maximum charging amount, and calculating a required charging amount of the selected electric vehicle;
The power management system according to claim 7 , further comprising: transmitting the charging request amount of the selected electric vehicle to the selected electric vehicle. The power management system according to claim 8 , wherein the server transmits, to a non-selected electric vehicle other than the selected electric vehicle among the at least one electric vehicle, information indicating that the non-selected electric vehicle is the non-selected electric vehicle. 10. The power management system according to claim 8 , wherein the selected electric vehicle reduces a remaining capacity of a battery of the selected electric vehicle so that the requested amount of power transmitted from the server is charged by the power supply lane. The electric vehicle adjusts the amount of charge per unit time and the traveling speed via the power supply lane;
the server determines a selected electric vehicle to be caused to travel in the power supply lane based on the response signal and the maximum charge amount, and calculates the charge amount per unit time and the travel speed of the selected electric vehicle;
The power management system according to claim 7 , further comprising: transmitting, to the selected electric vehicle, the charge amount per unit time and the traveling speed of the selected electric vehicle. The power management system according to any one of claims 5 to 11 , wherein the server adjusts a charging amount per unit time through the power supply lane in response to a change in the surplus power while the electric vehicle is traveling through the power supply lane.

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