Power supply system, server, and power adjustment method

Abstract

A power supply system, a server, and a power adjustment method are provided. The power supply system includes a power supply device configured to accept supply of electric power from an external power source, and supply electric power to a vehicle traveling on a travel lane, and a vehicle management device configured to manage a plurality of vehicles configured to use the power supply device, select an adjustment vehicle for power adjustment of the external power source from among the plurality of vehicles, and release the adjustment vehicle that has reached a predetermined position of the travel lane from the power adjustment of the external power source when any one of the selected adjustment vehicles reaches the predetermined position.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to a power supply system, a server, and a power adjustment method. BACKGROUND

[0002] For example, Japanese Patent Application Publication No. 2015-95983 discloses the following: energy management is performed by non-contact charging (receiving power) or power supply by a vehicle parked in a land of a household. SUMMARY

[0003] An xEV (for example, an electric vehicle or a plug-in hybrid vehicle) that can accumulate power supplied from the outside can act as an adjustment capability (for example, an adjustment capability to equalize power supply and demand) of an external power source. In recent years, a technology to supply power to an xEV in motion has attracted attention, and thus, it is considered that power adjustment of an external power source is performed using such a technology. Hereinafter, a lane in which a power supply device is provided is also referred to as a "power supply lane". A power supply lane is also generally referred to as a "charging lane".

[0004] By power adjustment of an external power source by a vehicle in motion on a power supply lane, the power supply lane can provide an adjustment capability to the external power source. However, a vehicle (adjustment vehicle) on a power supply lane selected for power adjustment of an external power source is not limited to receiving power supply from the power supply lane during a period in which power adjustment of the external power source is being performed. The adjustment vehicle is sometimes required to stop charging or to discharge for power adjustment of the external power source. Therefore, the adjustment vehicle that has performed power adjustment of an external power source during a period in which the adjustment vehicle is in motion on a power supply lane can become in a state of power shortage (a state in which power for travel is insufficient) after leaving the power supply lane.

[0005] In the present disclosure, a vehicle on a power supply lane selected for power adjustment of an external power source is less likely to become in a state of power shortage after leaving the power supply lane.

[0006] A first technical solution of the present disclosure relates to a power supply system including a power supply device and a vehicle management device. The power supply device is configured to receive supply of power from an external power source and supply power to a vehicle in motion on a travel lane. The vehicle management device is configured to manage a plurality of vehicles configured to use the power supply device, select an adjustment vehicle for power adjustment of the external power source from the plurality of vehicles, and release the adjustment vehicle that has arrived at a predetermined position of the travel lane from power adjustment of the external power source when any one of the selected adjustment vehicles arrives at the predetermined position. Hereinafter, the travel lane described above (a travel lane provided with a power supply device as described above) is also referred to as a "power supply lane". The predetermined position described above is also referred to as a "release position".

[0007] According to the above configuration, the adjustment vehicle (a vehicle selected for power adjustment by the external power source) is released from the power adjustment by the external power source when reaching the release position of the power supply lane. The adjustment vehicle can receive power supply from the power supply lane after being released from the power adjustment, and ensure power for traveling after leaving the power supply lane. Therefore, it is possible to suppress the vehicle subjected to the power adjustment from becoming in a power shortage state (a state in which power for traveling is insufficient) after leaving the power supply lane.

[0008] The adjustment vehicle can also perform charging or discharging for the power adjustment by the external power source. The adjustment vehicle can also include a vehicle on standby for the power adjustment by the external power source in addition to the vehicle performing the charging or discharging for the power adjustment. The release position can be the last stage of the power supply lane (closer to the exit side than the intermediate point of the power supply lane). The adjustment capacity means the total capacity of the power adjustment (frequency control, supply-demand balance adjustment, and the like) by the external power source, and also includes a reserve capacity. The external power source can be a power grid (for example, a micro grid, or a large-scale power grid equipped as infrastructure). The external power source can supply alternating current power or direct current power. The vehicle management device can be a stationary server or mounted on a mobile terminal. The vehicle management device can include one or more computers. The vehicle management device can be a cloud server.

[0009] In the above-described first technical solution, the vehicle management device is configured to select a main vehicle and a reserve vehicle as the adjustment vehicle, the main vehicle is a vehicle for ensuring the required adjustment capacity when the power adjustment by the external power source is required, and the reserve vehicle is a vehicle for performing the power adjustment by the external power source in place of the main vehicle when the main vehicle stops the power adjustment by the external power source on the way. The number of selected main vehicles can be one or more, and the number of selected reserve vehicles can be one or more. According to such a configuration, the reserve vehicle can perform the power adjustment in place of the main vehicle when the main vehicle stops the power adjustment by the external power source on the way.

[0010] In the above-described first technical solution, the vehicle management device can also be configured to release the main vehicle that has reached the predetermined position of the traveling lane from the power adjustment by the external power source, and select a new main vehicle while causing the reserve vehicle to perform the power adjustment by the external power source.

[0011] It is considered that the main vehicle for the power adjustment will be insufficient when the main vehicle that has reached the release position is released from the power adjustment. In the above-described configuration, the reserve vehicle performs the power adjustment in place of the main vehicle that is released from the power adjustment. Furthermore, the new main vehicle is selected during the period in which the reserve vehicle performs the power adjustment. According to such a configuration, it is easy to continuously perform the power adjustment by the external power source.

[0012] In the above-described first technical means, the vehicle management device can also be configured to change the standby vehicle to the main vehicle by selecting the standby vehicle as the new main vehicle, thereby supplementing the main vehicle. According to such a configuration, the power adjustment of the external power source is easily continued.

[0013] In the above-described first technical means, the vehicle management device can also be configured to, when any one of the standby vehicles reaches the predetermined position of the travel lane, release the standby vehicle that has reached the predetermined position from the power adjustment of the external power source, and supplement the standby vehicle from among the vehicles in the plurality of vehicles that have not reached the predetermined position on the travel lane.

[0014] The standby vehicle selected for the power adjustment of the external power source is prepared for a case where the standby vehicle becomes unable to perform the power adjustment due to some reason (for example, disengagement from the power supply lane halfway, insufficient storage capacity, or a malfunction), and is maintained in a state where the power adjustment is possible. According to the above-described configuration, the standby vehicle that has reached the release position is released from the power adjustment, and the power for travel after leaving the power supply lane can be ensured for the standby vehicle. Thus, the standby vehicle is less likely to become in a power shortage state after leaving the power supply lane.

[0015] In the above-described first technical means, the plurality of vehicles can each have a storage device. The vehicle management device can also be configured to control the state of charge (SOC) of the storage device possessed by the standby vehicle to be within a predetermined range. In this way, by previously controlling the SOC of the storage device possessed by the standby vehicle to be within the predetermined range, the standby vehicle is easily able to perform the power adjustment in place of the main vehicle when the main vehicle stops the power adjustment of the external power source on the way.

[0016] In the above-described first technical means, each vehicle selected as the adjustment vehicle when charged for the power adjustment of the external power source can also have a storage device configured to be charged using power from the power supply device during travel on the travel lane. The vehicle management device can also be configured to, when charged for the power adjustment of the external power source is requested, determine the charging power of each main vehicle, and transmit a first instruction for causing the main vehicle traveling on the travel lane to perform charging at the determined charging power. The main vehicle can also be configured to charge the storage device using power from the power supply device in accordance with the first instruction.

[0017] In the above-described configuration, the vehicle management device is able to easily and accurately cause the storage device to act as the adjustment capacity by performing control (specifically, charging control of the storage device possessed by the main vehicle) of the adjustment vehicle in a remote operation manner, for example.

[0018] In the above-described first technical means, each of the adjustment vehicles selected at the time of discharge requested for power adjustment of the external power source can also be provided with an electric storage device configured to be capable of discharging to the external power source via the power supply device during travel on the travel lane. The vehicle management device can also be configured to, at the time of discharge requested for power adjustment of the external power source, determine the discharge power of each host vehicle, and transmit a second instruction for causing the host vehicle traveling on the travel lane to perform discharge of the determined discharge power or to stop charging. The host vehicle can also be configured to, in accordance with the second instruction, perform discharge from the electric storage device to the external power source or stop charging of the electric storage device.

[0019] In the above-described configuration, the vehicle management device can easily and accurately cause the electric storage device to act as adjustment capability by controlling the adjustment vehicles (specifically, discharge control or charge stop control of the electric storage device provided in the host vehicle) in a remote operation manner.

[0020] In the above-described first technical means, the vehicle management device can also be configured to determine the predetermined position for each of the adjustment vehicles using the vehicle speed of each of the adjustment vehicles. According to this configuration, it is easy to determine an appropriate release position for each of the adjustment vehicles.

[0021] In the above-described first technical means, each of the plurality of vehicles can also be provided with an electric storage device. The first vehicle that is the adjustment vehicle that has reached the predetermined position can also be configured to, after being released from power adjustment from the external power source, perform charge control of the electric storage device so that the SOC of the electric storage device of the first vehicle approaches a predetermined target SOC. According to this configuration, it is possible to suppress power shortage of the adjustment vehicle after leaving the power supply lane. In addition, in this manner, the vehicle management device can further determine the release position of the adjustment vehicle using the SOC of the electric storage device provided in the adjustment vehicle and the above-described target SOC set in advance for the adjustment vehicle on the basis of the vehicle speed of the adjustment vehicle and the position of the adjustment vehicle in the power supply lane.

[0022] In the above-described first technical means, the vehicle management device can also be configured to, in a case where a release request is accepted from a user of the adjustment vehicle, release the adjustment vehicle belonging to the user from power adjustment of the external power source even if the adjustment vehicle has not reached the travel position of the travel lane. According to this configuration, it is possible to release the adjustment vehicle from power adjustment in accordance with the situation of the user. Thus, the convenience of the user is improved.

[0023] In the above-described first technical solution, the vehicle management device can also be configured to, among the plurality of vehicles, predict the number of vehicles that will not reach a predetermined position in a travel lane during a predetermined period, and use the predicted number of vehicles to bid for adjustment capacity in the predetermined period in the power market. According to such a configuration, the vehicle management device is easy to win (agree) the adjustment capacity that can be provided according to the number of vehicles predicted on the day when the power adjustment is required in the power market. Moreover, it is easy to provide the adjustment capacity won by the vehicle management device from the power supply lane to the external power source as a contract.

[0024] The second technical solution of the present disclosure relates to a server including a processor configured to manage a plurality of vehicles configured to be able to use a power supply device that receives power supply from an external power source and supplies power to a vehicle traveling on a travel lane; select adjustment vehicles for power adjustment of the external power source from the plurality of vehicles; and release an adjustment vehicle that has reached a predetermined position of the travel lane from power adjustment of the external power source when any one of the selected adjustment vehicles reaches the predetermined position.

[0025] Through the above-described server, as with the aforementioned power supply system, the vehicle on the power supply lane selected for power adjustment of the external power source is not easy to become in a power shortage state after leaving the power supply lane.

[0026] The third technical solution of the present disclosure relates to a power adjustment method including selecting adjustment vehicles for power adjustment of an external power source from vehicles traveling on a travel lane provided with a power supply device that receives power supply from the external power source; causing the adjustment vehicles to act for power adjustment of the external power source; and releasing an adjustment vehicle that has reached a predetermined position of the travel lane from power adjustment of the external power source when any one of the selected adjustment vehicles reaches the predetermined position.

[0027] Through the above-described power adjustment method, as with the aforementioned power supply system, the vehicle on the power supply lane selected for power adjustment of the external power source is not easy to become in a power shortage state after leaving the power supply lane.

[0028] According to the technical solutions of the present disclosure, the vehicle on the power supply lane selected for power adjustment of the external power source is not easy to become in a power shortage state after leaving the power supply lane. BRIEF DESCRIPTION OF DRAWINGS

[0029] The features, advantages, and technical and industrial significance of exemplary embodiments of the application will be described below with reference to the accompanying drawings, wherein the same reference numerals denote the same elements, and wherein:

[0030] Figure 1is a diagram showing the overall configuration of a power supply system to which the embodiment of the present disclosure relates.

[0031] Figure 2 is a diagram showing the overall configuration of a power supply system to which the embodiment of the present disclosure relates. Figure 1 is a diagram showing the configuration of each of the vehicle, the server, and the power supply device shown in

[0032] Figure 3 is a diagram showing the configuration of each of the vehicle, the server, and the power supply device shown in Figure 2 is a flowchart showing the processing relating to power supply performed by the vehicle, the server, and the power supply device shown in

[0033] Figure 4 is a diagram for explaining the configuration of the power supply device to which the embodiment of the present disclosure relates.

[0034] Figure 5 is a diagram showing the overall configuration of a road to which the embodiment of the present disclosure relates. Figure 4

[0035] is a diagram showing the overall configuration of a road to which the embodiment of the present disclosure relates. Figure 6 Figure 1 is a flowchart showing the processing relating to market transactions performed by the vehicle management device shown in

[0036] Figure 7 Figure 1 is a flowchart showing the processing relating to supply-demand balance monitoring performed by the vehicle management device shown in

[0037] Figure 8 is a flowchart showing the power adjustment method to which the embodiment of the present disclosure relates.

[0038] Figure 9 is a diagram showing the overall configuration of a road to which the embodiment of the present disclosure relates. Figure 8

[0039] Figure 10 Figure 8

[0040] Figure 11 Figure 8

[0041] Figure 12 is a flowchart showing the running-in-charge control performed on the vehicle released from power adjustment from an external power source by the processing shown in Figure 9

[0042] Figure 13 is a diagram showing a modification example of the road shown in Figure 5 DETAILED DESCRIPTION

[0043] ​​​​​​​​​Hereinafter, the embodiments of the present disclosure will be described in detail with reference to the drawings. In addition, the same or equivalent portions will be denoted by the same reference numerals, and will not be repeated.

[0044] Figure 1 is a diagram showing the overall configuration of a power supply system to which the embodiments of the present disclosure are applied. Referring to Figure 1 , the power supply system is provided with a vehicle management device 1000 and a plurality of power supply devices (hereinafter, each power supply device will be referred to as "power supply device 300" without distinction). The vehicle management device 1000 includes servers 200 and 500 that can communicate with each other. The server 200 corresponds to a computer belonging to an aggregator (hereinafter, sometimes referred to as "aggregator server").

[0045] The power system PG is a power grid constructed by a power transmission and distribution device. A plurality of power plants are connected to the power system PG. The power system PG receives a supply of electric power from those power plants. In this embodiment, an electric power company maintains and manages the power system PG (commercial power source). The electric power company is a general power transmission and distribution business operator, and corresponds to a TSO (Transmission System Operator). The power system PG supplies alternating current electric power (for example, three-phase alternating current electric power). The server 700 corresponds to a computer belonging to the TSO (hereinafter, sometimes referred to as "TSO server"). The server 700 can also be built-in with an intermediate supply system (central power supply instruction station system) and a simple instruction system. The server 200 and the server 700 are configured to be able to communicate with each other via a communication network NW. The power system PG to which the embodiments are applied corresponds to one example of the "external power source" to which the present disclosure is applied.

[0046] The server 500 is configured to manage a vehicle group VG. The vehicle group VG includes a plurality of vehicles configured to be able to use the power supply device 300. The server 500 is configured to communicate with each vehicle included in the vehicle group VG in a periodic manner. The number of vehicles included in the vehicle group VG can be 10 or more and less than 100, 100 or more and less than 500, or 500 or more. In this embodiment, the vehicle group VG is provided to include about 200 vehicles. In the following, each vehicle included in the vehicle group VG will be referred to as "vehicle 100" without distinction. The vehicle 100 is a vehicle managed by the vehicle management device 1000 (managed vehicle).

[0047] The power supply device 300 includes a power transmission coil 320 provided on a road. The vehicle 100 is configured to receive power from the power supply system, more specifically, the power transmission coil 320. The vehicle 100 is configured to be able to communicate with the servers 200 and 500 respectively via a communication network NW. The communication network NW is, for example, a wide area network constructed by the Internet and wireless base stations. The servers 200 and 500 are connected to the communication network NW, for example, via communication lines. The server 200 and the server 500 can communicate directly without via the communication network NW, or can communicate via the communication network NW. The power supply device 300 is configured to be able to communicate wirelessly with the vehicle 100. The vehicles 100 included in the vehicle group VG can also be configured to be able to communicate with each other (V2V communication). In this embodiment, the power supply device 300 accesses the communication network NW by wireless communication, and communicates with the server 200 via the communication network NW. However, the mode is not limited to this, and the server 200 and the power supply device 300 can be directly connected by a communication line, and can communicate without via the communication network NW.

[0048] The vehicle 100 has the configuration described below. Figure 2 The vehicle 100 corresponds to one example of an object (power supply object) to which the power supply device 300 supplies power in the power supply system. Figure 2 is a diagram showing the configuration of each of the vehicle 100, the server 200, and the power supply device 300.

[0049] Referring to Figure 2 , the vehicle 100 includes a battery 110, a monitoring module 110a, a power control unit (PCU) 120, a motor generator (hereinafter referred to as "MG") 130, an electronic control device (hereinafter referred to as "ECU") 150, a power reception coil 160, a charge-discharge device (D-CHG) 165, an autonomous driving sensor 170, a navigation system (hereinafter referred to as "NAVI") 180, a human machine interface (HMI) 185, and a communication device 190.

[0050] The ECU 150 is a computer including a processor 151, a RAM (Random Access Memory) 152, and a storage device 153. The processor 151 can also be a CPU (Central Processing Unit). The RAM 152 functions as an operation memory that temporarily stores data processed by the processor 151. The storage device 153 is configured to be able to hold stored information. In addition to programs, information used by the programs (for example, maps, formulas, and various parameters) are stored in the storage device 153. In this embodiment, various controls in the vehicle 100 are executed by the processor 151 executing the programs stored in the storage device 153. However, the various controls can also be executed by dedicated hardware (electronic circuitry), not limited to this.

[0051] The vehicle 100 is provided with a battery 110 that stores electric power for running. The vehicle 100 is configured to be able to run using electric power accumulated in the battery 110. The vehicle 100 related to this embodiment is an electric vehicle (BEV) that does not have an engine (internal combustion engine). As the battery 110, a publicly known vehicle storage device (for example, a liquid secondary battery, an all-solid secondary battery, or a battery pack) can be used. As examples of the vehicle secondary battery, a lithium ion battery, a nickel hydrogen battery, and the like can be given. The monitoring module 110a includes various sensors that detect the state (for example, voltage, current, and temperature) of the battery 110 and outputs the detection results to the ECU 150. The monitoring module 110a can also be a BMS (Battery Management System) that has, in addition to the above sensor functions, an SOC estimation function, an SOH (State of Health) estimation function, a cell voltage equalization function, a diagnosis function, and a communication function. The ECU 150 is able to acquire the state (for example, temperature, current, voltage, SOC, and internal resistance) of the battery 110 based on the output of the monitoring module 110a. The SOC (State Of Charge) indicates the remaining amount of storage of the storage device, for example, indicates the proportion of the current storage amount to the storage amount in the full charge state as 0 to 100%.

[0052] The PCU 120 is configured, for example, of an inverter, a converter, and a relay (hereinafter referred to as "SMR (System Main Relay)"). The PCU 120 is controlled by the ECU 150. The MG 130 is, for example, a three-phase alternating-current motor generator. The MG 130 is configured to be driven by the PCU 120 to rotate the drive wheels of the vehicle 100. The PCU 120 drives the MG 130 using electric power supplied from the battery 110. In addition, the MG 130 is configured to generate electric power by regenerative operation and supply the generated electric power to the battery 110. The number of motors (MGs) for running is arbitrary and can be one, two, or more than three. The motor for running can also be a vane motor. The SMR is configured to switch connection / disconnection of a circuit from the battery 110 to the MG 130. The SMR is set to a closed state (connected state) when the vehicle 100 is running.

[0053] In this embodiment, the power receiving coil 160 is provided at a lower portion of the vehicle body (for example, under the floor) of the vehicle 100. However, the position of the power receiving coil 160 can be appropriately changed, and the power receiving coil can be provided in the vicinity of the wheels. The power receiving coil 160 is configured to perform wireless power transfer (that is, power transmission / reception in a non-contact direction) with the power feeding coil 320 of the power feeding system. The method of wireless power transfer (WPT) is arbitrary and can be either a magnetic field resonance method or an electromagnetic induction method. In addition, other methods can be employed. The charge / discharge device 165 is located in a circuit from the power receiving coil 160 to the battery 110. The charge / discharge device 165 is configured to convert electric power supplied from the power feeding system to the power receiving coil 160 into electric power suitable for charging of the battery 110. In addition, the charge / discharge device 165 is configured to convert electric power of the battery 110 into electric power suitable for external discharge (discharge to the outside of the vehicle).

[0054] The charge / discharge device 165 includes, for example, an AC / DC conversion circuit that performs power conversion in both directions, and a charge / discharge relay that switches connection / disconnection of a circuit from the power receiving coil 160 to the battery 110. The AC / DC conversion circuit converts alternating-current electric power input from the power receiving coil 160 into direct-current electric power and outputs the direct-current electric power to the battery 110. In addition, the AC / DC conversion circuit converts direct-current electric power input from the battery 110 into alternating-current electric power and outputs the alternating-current electric power to the power receiving coil 160. The charge / discharge device 165 can further include a DC / DC converter and a filter circuit. The charge / discharge relay is controlled by the ECU 150. The charge / discharge relay is basically in an open state (disconnected state), but is set to a closed state (connected state) when charging of the battery 110 is performed using electric power received by the power receiving coil 160. In addition, the charge / discharge relay is also set to a closed state (connected state) when external discharge is performed by the power receiving coil 160.

[0055] The vehicle 100 is configured to be capable of performing in-vehicle charging. The in-vehicle charging of the vehicle 100 is charging in which electric power from the power supply system (more specifically, the power feeding coil 320) is input to the battery 110 via the power reception coil 160 and the charge-discharge device 165 during travel of the vehicle 100. When the in-vehicle charging is performed, the charge-discharge relay is set to the closed state during travel of the vehicle 100.

[0056] The vehicle 100 is an automated vehicle configured to be capable of performing automated driving. The vehicle 100 related to this embodiment is configured to be capable of performing both manned travel (travel in a state in which a person is present in the vehicle) and unmanned travel (travel in a state in which no person is present in the vehicle). The vehicle 100 is configured to be capable of autonomously traveling in a manner in which no person is present, but is also capable of traveling in a manner in which a person manually drives the vehicle (manned travel). The vehicle 100 can also be configured to be capable of performing platooning.

[0057] The automated driving sensor 170 is a sensor used for automated driving. However, the automated driving sensor 170 can also be used in predetermined control when automated driving is not performed. The automated driving sensor 170 includes a sensor that acquires information for recognizing an external environment of the vehicle 100 (hereinafter also referred to as an "external environment sensor"), a sensor that acquires information for recognizing an in-vehicle environment of the vehicle 100 (hereinafter also referred to as an "in-vehicle environment sensor"), and a sensor that acquires information related to behavior of the vehicle 100 (hereinafter also referred to as a "behavior sensor"). The detection results of the respective sensors are output to the ECU 150.

[0058] As an example of the external environment sensor, at least one of a camera directed to the outside of the vehicle, a millimeter wave radar, and a laser radar (LIDAR) can be given. The ECU 150 is able to recognize the external environment of the vehicle 100 based on the output of the external environment sensor. As an example of the in-vehicle environment sensor, at least one of a camera and an infrared sensor directed to the inside of the vehicle can be given. The ECU 150 is able to determine which state of the vehicle 100 is occupied or unoccupied based on the output of the in-vehicle environment sensor. The autonomous driving sensor 170 also includes a seat sensor or a seat belt sensor as the in-vehicle environment sensor. As an example of the behavior sensor, at least one of an IMU (Inertial Measurement Unit) and a GPS (Global Positioning System) sensor can be given. The GPS sensor is a position sensor that utilizes GPS. The autonomous driving sensor 170 also includes at least one of a vehicle speed sensor, an acceleration sensor, and a yaw rate sensor as the behavior sensor. The ECU 150 is able to detect or predict the position and the posture (current state or future state) of the vehicle 100 based on the output of the behavior sensor.

[0059] The NAVI 180 includes a GPS module and a storage device. The storage device stores map information. The GPS module is configured to receive a signal (hereinafter referred to as a “GPS signal”) from a GPS satellite not shown. The NAVI 180 is able to determine the position of the vehicle 100 using the GPS signal. The NAVI 180 is configured to perform a route search for finding an optimal route (for example, a shortest route) from the current position of the vehicle 100 to a destination with reference to the map information. The NAVI 180 can also perform wireless communication with a data center to update the map information from time to time. The user is able to set a travel plan to the NAVI 180. When the travel plan is set to the NAVI 180, the travel plan is transmitted from the vehicle 100 to the server 500. The travel plan can include at least one of a travel route, a destination, and a travel schedule (for example, a time of arrival at each set location).

[0060] The HMI 185 includes an input device and a display device. The HMI 185 can also include a touch panel display. The HMI 185 can also include a smart speaker that accepts voice input. The HMI 185 can also display various information input from the user and various information acquired from the outside of the vehicle (for example, the server 200). The HMI 185 can also display a route searched by the NAVI 180.

[0061] The ECU 150 performs various controls (e.g., drive control, brake control, and steering control) related to the travel of the vehicle 100. The ECU 150 is configured to perform automated driving in accordance with a predetermined automated driving program. The ECU 150 can also control an accelerator device, a brake device, and a steering device (none of which is shown) of the vehicle 100 by using various information acquired by the automated driving sensor 170, thereby performing automated driving in accordance with a travel route and a travel schedule set in the NAVI 180. The automated driving program can also be updated successively through OTA (Over The Air).

[0062] The communication device 190 includes a long-distance communication module and a short-distance communication module.

[0063] The long-distance communication module corresponds to a communication I / F (interface) for long-distance communication. The long-distance communication module includes, for example, a DCM (Data Communication Module). Further, the long-distance communication module can also include a communication I / F corresponding to at least one of 5G (5th Generation mobile communication system) and WiMAX (registered trademark). The long-distance communication module is configured to be able to access a communication network NW (wide area network) shown in the drawing. The vehicle 100 (ECU 150) is configured to access the communication network NW by using the long-distance communication module, and to perform wireless communication with the server 200 through the communication network NW. Figure 1 The long-distance communication module corresponds to a communication I / F for long-distance communication. The long-distance communication module includes, for example, a DCM (Data Communication Module). Further, the long-distance communication module can also include a communication I / F corresponding to at least one of 5G (5th Generation mobile communication system) and WiMAX (registered trademark). The long-distance communication module is configured to be able to access a communication network NW (wide area network) shown in the drawing. The vehicle 100 (ECU 150) is configured to access the communication network NW by using the long-distance communication module, and to perform wireless communication with the server 200 through the communication network NW.

[0064] The short-distance communication module corresponds to a communication I / F for short-distance communication. The communication distance of short-distance communication is shorter than that of long-distance communication. The communication distance of the short-distance communication module can be less than 200 m, or can be 1 m or more and 30 m or less. As an example of short-distance communication, communication based on wireless LAN, Bluetooth (registered trademark), or ZigBee (registered trademark) can be given. In short-distance communication, at least one of RFID (Radio Frequency Identification) and DSRC (dedicated Short Range Communication) can also be employed. The vehicle 100 (ECU 150) is configured to perform short-distance wireless communication with the power supply device 300 (more specifically, the communication device 340 described later) by using the short-distance communication module.

[0065] The communication device 190 can also include at least one of a communication module that performs wireless communication between vehicles (V2V), a communication module that performs wireless communication between a road and a vehicle (V2I), and a communication module that performs wireless communication with a terminal (e.g., a smartphone or a wearable device) taken into a vehicle.

[0066] The power feeding device 300 includes a plurality of power transmission coils 320 provided on a road, a power conversion circuit 330 provided for each power transmission coil 320, a monitoring module 330a provided for each power conversion circuit 330, a power feeding relay 335, a communication device 340, a computer (hereinafter referred to as "COM") 350, and a power line PL. The number of power transmission coils 320 included in the power feeding device 300 is arbitrary.

[0067] The plurality of power transmission coils 320 and the plurality of power conversion circuits 330 provided on the road constitute a power feeding circuit 310 that feeds power to a vehicle traveling on the road. The monitoring module 330a includes a power feeding sensor that detects input and output power of the corresponding power conversion circuit 330. The power conversion circuit 330 is electrically connected to the corresponding power transmission coil 320. Each power conversion circuit 330 included in the power feeding circuit 310 is electrically connected to the power line PL. The power line PL is electrically connected to the power system PG via the power feeding relay 335.

[0068] The COM 350 includes a processor 351 (for example, a CPU), a RAM 352, and a storage device 353. In addition to programs, information used in the programs (for example, a map, an algorithm, and various parameters) is stored in the storage device 353. As will be described in detail later, in a case where the power feeding device 300 is scheduled for power feeding, information related to the vehicle for which power feeding is scheduled (for example, identification information) is stored in the storage device 353. In this embodiment, various controls in the power feeding device 300 are performed by the processor 351 executing the programs stored in the storage device 353. However, the various controls can also be performed by dedicated hardware (electronic circuitry) without being limited thereto.

[0069] The power conversion circuit 330 includes, for example, an inverter (INV) that bi-directionally performs power conversion. The power feeding relay 335 is configured to switch connection and disconnection of the power feeding circuit. The power conversion circuit 330 and the power feeding relay 335 are controlled by the COM 350. The power feeding relay 335 is basically in an open state (disconnected state), but is set to a closed state (connected state) when performing WPT based on the power transmission coil 320. In WPT from the power feeding device 300 to the vehicle (power feeding lane), the power conversion circuit 330 receives supply of power from the power line PL, generates power for WPT, and outputs the generated power to the power transmission coil 320. In addition, the power conversion circuit 330 performs power conversion corresponding to the power of the power line PL on the power received by WPT from the vehicle (power feeding lane) to the power feeding device 300, whereby backflow to the power system PG is performed.

[0070] The monitoring module 330a includes various sensors (e.g., current sensors, voltage sensors, and temperature sensors) that detect the state of the corresponding power conversion circuit 330 and outputs the detection results to the COM 350. The monitoring module 330a is configured to detect the output power of the power conversion circuit 330 supplied to the vehicle on the road via the power transmission coil 320 and the input power of the power conversion circuit 330 input from the vehicle on the road to the power conversion circuit 330 via the power transmission coil 320, respectively. Specifically, the monitoring module 330a includes current sensors and voltage sensors that detect the input and output power of the corresponding power conversion circuit 330.

[0071] The power meter 335a is provided in the power supply line PL. The power meter 335a measures the passage of the total value of the input and output power of all the power conversion circuits 330 included in the power supply device 300. The adjustment amount (ΔkW) of the power supply device unit is measured by the power meter 335a. The power meter 335a can also be a smart meter. The power meter 335a measures the power every predetermined time, stores the measured power, and transmits the power to the server 200.

[0072] The communication device 340 includes a long-range communication module and a short-range communication module, like the communication device 190 described above. The power supply device 300 (COM 350) is configured to access the communication network NW by the long-range communication module and wirelessly communicate with the server 200 via the communication network NW. In addition, the power supply device 300 (COM 350) is configured to perform short-range wireless communication with the vehicle 100 (more specifically, the communication device 190) by the short-range communication module. Therefore, when the vehicle 100 approaches the power supply device 300, information exchange by short-range wireless communication between the two can be performed.

[0073] The server 200 includes a communication device 210, a database 220, and a control device 250. The communication device 210 is configured to communicate with the vehicle 100 and the power supply device 300 via the communication network NW, respectively. The control device 250 is configured to bidirectionally exchange information with the power supply device 300 (COM 350) and the vehicle 100 (ECU 150), respectively.

[0074] The control device 250 includes a processor 251 (e.g., a CPU), a RAM 252, and a storage device 253. In addition to programs, the storage device 253 stores information (e.g., maps, formulas, and various parameters) used in the programs. In this embodiment, the processor 251 executes the programs stored in the storage device 253 to perform various processes in the server 200. However, the various processes can also be performed by dedicated hardware (electronic circuits), not limited to this.

[0075] Database 220 includes map information database 221, vehicle information database 222, and power supply equipment database 223. In the following, the database will be referred to as "DB".

[0076] Vehicle information DB222 stores information related to each vehicle registered on server 200. In this embodiment, the vehicle group (VG) Figure 1 The multiple vehicles 100 included are registered on server 200, and information related to the multiple vehicles 100 is managed in vehicle information DB222. Vehicle information DB222 is associated with information for identifying vehicles (hereinafter also referred to as "vehicle ID"), and manages vehicle-related information (hereinafter also referred to as "vehicle information") individually. Vehicle information includes, for example, information indicating vehicle specifications (e.g., model, full charge capacity, rated charging power, and rated discharging power), vehicle system status (working, stopped, experiencing anomalies, etc.), vehicle location, driving status (manned, unmanned, speed, etc.), driving plan (e.g., destination), information related to autonomous driving (e.g., target values ​​for driving control), status of the energy storage device (e.g., SOC), information related to power supply requirements (availability of requirements, required power, etc.), information related to charging costs, and information related to the actual results of power adjustment (e.g., incentives and penalties corresponding to the actual results of power adjustment).

[0077] The power supply device DB223 stores information related to each power supply device registered on the server 200. In this embodiment, multiple power supply devices 300 are registered on the server 200, and information related to the multiple power supply devices 300 is managed in the power supply device DB223. The power supply device DB223 is associated with information identifying the power supply device (hereinafter also referred to as "device ID"), and manages the information related to the power supply device 300 (hereinafter also referred to as "device information") individually. The device information includes, for example, information indicating the specifications of the power supply device 300 (e.g., manufacturer, model number, power supply method, and rated power), the location of the power supply device 300, information related to the actual power supply results (e.g., the vehicle ID of the power supply object), and maintenance information (e.g., inspection period, component replacement period, and usage history).

[0078] The map information is stored in the map information DB 221. The map information indicates various roads in a predetermined region. The control device 250 can also refer to the map information DB 221, the vehicle information DB 222, and the power supply device DB 223 to grasp the respective positions of the vehicles and the power supply devices on the map. The server 200 can further acquire congestion information and weather information for each region from the outside. For example, the congestion information and the weather information can be provided on the communication network NW through a publicly known service. The map information DB 221, the vehicle information DB 222, and the power supply device DB 223 are updated to the latest information periodically or at predetermined timings. In this embodiment, the server 500 sequentially receives predetermined vehicle information (for example, the position of the vehicle, the running state, and the state of the electric storage device) from each vehicle included in the vehicle group VG. The server 200 can also request the vehicle information from the server 500 as needed, and update the vehicle information DB 222 with the latest vehicle information received from the server 500.

[0079] In Figure 1 The power supply system shown in FIG. 1 is configured so that the power supply device 300 supplies power to the vehicle 100 in motion in a non-contact manner. Figure 3 is a flowchart indicating processes performed by the vehicle 100, the power supply device 300, and the server 200 when the vehicle 100 receives power supply from the power supply device 300. In the following description, each step in the flowchart will be simply referred to as "S".

[0080] With Figure 1 and Figure 2 reference to Figure 3 , first, in S200, the vehicle 100 (ECU 150) makes a power supply request to the server 200. The power supply request (S200) is performed when a predetermined condition (hereinafter referred to as "power supply start condition") is established. For example, the power supply start condition can be established when the user makes a predetermined input (power supply request input) to the HMI 185 during the presence of a person in the vehicle 100.

[0081] In the above power supply request (S200), the ECU 150 transmits a predetermined power supply request signal to the server 200. The power supply request signal includes the identification information (vehicle ID) of the vehicle 100 and the requested power (kW). The ECU 150 can also specify the power supply device for which the power supply is requested to make the power supply request. In this case, the ECU 150 transmits a power supply request signal including information for identifying the power supply device (for example, the device ID and / or the position) to the server 200. Hereinafter, the vehicle 100 for which the power supply request is made to the server 200 will be referred to as "target vehicle".

[0082] The server 200 performs the process of S400 when receiving the above-described power supply request signal from the subject vehicle. In S400, the control device 250 determines the power supply device for which the subject vehicle requests power supply, and transmits a predetermined power supply reservation signal to the determined power supply device. In a case where the power supply device is not specified by the power supply request signal, the control device 250 can also determine the power supply device for which the subject vehicle requests power supply using the vehicle information of the subject vehicle (for example, the position of the vehicle, the travel plan, and the SOC of the battery 110). The control device 250 can also transmit the power supply reservation signal to one or more power supply devices located on the predetermined travel route of the subject vehicle, for example. In this case, the position information of the power supply device for which power supply is reserved can also be transmitted from the server 200 to the subject vehicle, including the travel route including the power supply device for which reservation is made is set to the NAVI 180 of the subject vehicle. The subject vehicle can also start automatic driving in accordance with the travel route including the travel route including the power supply device for which reservation is made is set to the NAVI 180.

[0083] The power supply reservation signal includes information related to the subject vehicle (for example, the vehicle ID and the required power). The control device 250 can also add vehicle information extracted from the vehicle information DB 222 based on the vehicle ID indicated by the power supply request signal to the power supply reservation signal. In the following, the power supply device for which power supply is reserved (that is, the power supply device for which the control device 250 of the server 200 transmits the power supply reservation signal) is referred to as the "subject device". In this embodiment, Figure 2 The power supply device 300 illustrated in the drawing becomes the subject device.

[0084] When the subject device (the power supply device 300) receives the above-described power supply reservation signal, the vehicle information (for example, the vehicle ID and the required power) included in the power supply reservation signal is registered in the subject device, and the process of S310 is performed. In a case where the server 200 transmits the power supply reservation signal to a plurality of power supply devices 300, the subject device (the power supply device 300) performs the series of processes (S310 to S350) for each subject vehicle. Figure 3 When the subject device (the power supply device 300) receives the above-described power supply reservation signal, the vehicle information (for example, the vehicle ID and the required power) included in the power supply reservation signal is registered in the subject device, and the process of S310 is performed. In a case where the server 200 transmits the power supply reservation signal to a plurality of power supply devices 300, the subject device (the power supply device 300) performs the series of processes (S310 to S350) for each subject vehicle. Figure 3 When the subject device (the power supply device 300) receives the above-described power supply reservation signal, the vehicle information (for example, the vehicle ID and the required power) included in the power supply reservation signal is registered in the subject device, and the process of S310 is performed. In a case where the server 200 transmits the power supply reservation signal to a plurality of power supply devices 300, the subject device (the power supply device 300) performs the series of processes (S310 to S350) for each subject vehicle.

[0085] In S310, the COM 350 of the object device determines whether the object vehicle has approached the communication device 340 of the object device provided on the road. The communication device 340 is configured to be capable of close-range communication with the vehicle 100. Hereinafter, the range in which the object device is capable of close-range communication is also referred to as a "power feeding area". The presence of the vehicle 100 within the power feeding area means that the vehicle 100 has approached the object device (including the power feeding circuit 310 and the communication device 340). The COM 350 determines "Yes" in S310 in a case where the vehicle ID of the object vehicle is received through close-range communication. During a period in which the object vehicle has not approached (S310: No), the determination of S310 is repeatedly performed. The COM 350 can also end due to timeout in a case where the approach of the object vehicle is not confirmed even after a predetermined time elapses from the reservation of power feeding (the reception of the power feeding reservation signal) Figure 3 The series of processes illustrated in FIG. 6 are performed, and the reservation is cancelled.

[0086] When the object vehicle (vehicle 100) approaches the object device after the power feeding request signal is transmitted (S200) (S210: Yes), close-range communication between the object device and the object vehicle is started. Also, the ECU 150 of the object vehicle transmits a predetermined power feeding start signal to the object device through close-range communication in S220. The power feeding start signal includes the identification information (vehicle ID) of the object vehicle. The continuation of the close-range communication between the object device and the object vehicle means that the object vehicle is present within the power feeding area of the object device.

[0087] When the object device (power feeding device 300) receives the above-described power feeding start signal, the COM 350 of the object device collates the vehicle ID registered through the power feeding reservation signal and the vehicle ID included in the power feeding start signal. Also, when both are identical, "Yes" is determined in S310, and the processing proceeds to S320. In S320, the COM 350 sets the power feeding circuit 310 to a power feeding activation state (a state in which WPT is possible). Thereby, the power feeding coil 320 is supplied with electric power from the power conversion circuit 330. During the power feeding period, the power feeding relay 335 is maintained in a closed state (a connected state). If the power feeding coil 320 is present on the power feeding coil 320, WPT from the object device to the vehicle 100 is performed. The COM 350 can also control the power feeding circuit 310 and the power feeding relay 335 so as to start power feeding in accordance with the timing at which the vehicle passes after authentication based on the above-described vehicle ID. Subsequently, the COM 350 performs power feeding control in S330. Specifically, the COM 350 controls the power conversion circuit 330 (converter) so that electric power corresponding to the required electric power of the object vehicle is supplied to the power feeding coil 320. The detected value of the power feeding electric power obtained by the passage monitoring module 330a during the power feeding period is sequentially recorded in the storage device 353 together with the time at which the detected value is obtained.

[0088] On the other hand, the ECU 150 of the target vehicle sets the charge-discharge device 165 to the power reception activation state (a state in which charging is possible during traveling) in S230 after transmitting the power supply start signal (S220). Thereby, the charge-discharge relay becomes the closed state (the connected state), and the electric power from the target device (the power supply device 300) is input to the battery 110 via the power reception coil 160 and the charge-discharge device 165 of the target vehicle. Next, the ECU 150 performs the charging control of the battery 110 in S240. Specifically, the ECU 150 controls the charge-discharge device 165 so that the electric power (the charging electric power) input to the battery 110 approaches the required electric power (kW). In addition, the ECU 150 performs the vehicle speed control of the target vehicle on the basis of the required electric quantity (kWh). The slower the vehicle speed of the target vehicle, the more the electric quantity input to the battery 110. The ECU 150 can calculate the power reception electric power (kW) from the target device and the power reception electric quantity (kWh) obtained by time-integrating the power reception electric power using the detected values of the voltage and the current of the battery 110.

[0089] Next, the ECU 150 of the target vehicle determines whether the charging of the battery 110 has ended in S250. For example, in a case where the charging quantity reaches the required electric quantity or in a case where the battery 110 becomes fully charged, it is determined that the charging has ended. In addition, in a case where the close proximity communication with the target device is interrupted (that is, in a case where the target vehicle exits the power supply area), it is also determined that the charging has ended. During a period in which the charging has not ended (S250: No), the charging of the battery 110 is performed in S240.

[0090] When the charging ends (S250: Yes), the ECU 150 of the target vehicle releases the power reception activation state of the charge-discharge device 165 in S260. Thereby, the charge-discharge device 165 is stopped, and the charge-discharge relay becomes the open state (the cut state). When the process of S260 is performed, the charging process in the target vehicle ends.

[0091] The COM 350 of the target device determines whether the target vehicle has exited the power supply area in S340, and performs the power transmission in S330 during a period in which the target vehicle exists within the power supply area (S340: No). In addition, when the target vehicle exits the power supply area (S340: Yes), the COM 350 releases the power transmission activation state of the power supply circuit 310 in S350. Thereby, the electric power conversion circuit 330 (the inverter) is stopped, and the electric power supply to the power transmission coil 320 is stopped. The power supply relay 335 can be set to the open state (the cut state) in S350 or can be maintained in the closed state (the connected state) in preparation for the next vehicle. When the process of S350 is performed, the power transmission process in the target device ends.

[0092] In this embodiment, the power supply device 300 detects the approach of the vehicle 100 based on whether or not the close proximity communication between the vehicle 100 and the power supply device 300 has been established. However, the method of detecting the approach of the vehicle is not limited to this method, but is arbitrary. For example, the approach of the vehicle can also be detected by a sensor provided to the road or its periphery.

[0093] Figure 4 is a diagram for explaining a configuration method of the power supply device involved in this embodiment. Referring to Figure 4 , the road R10 includes three-lane travel lanes R1 to R3. The travel lanes R1 and R2 each correspond to a power supply lane, and the travel lane R3 corresponds to a non-power supply lane. The travel lane R2 is located between the travel lanes R1 and R3. In this embodiment, the power supply lanes (travel lanes R1, R2) and the non-power supply lane (travel lane R3) are provided to the same road R10.

[0094] The power supply system involved in this embodiment is provided with a plurality of power supply devices 300A and a plurality of power supply devices 300B buried in the road R10. The power supply devices 300A are arranged at predetermined intervals in the travel lane R1. The power supply devices 300B are arranged at predetermined intervals in the travel lane R2. The intervals of the power supply devices 300A from each other in the travel lane R1 and the intervals of the power supply devices 300B from each other in the travel lane R2 can be the same or different. The power supply devices 300A and the power supply devices 300B each have the same configuration as the power supply device 300 shown in Figure 2 . The power supply devices 300A are configured to receive the supply of electric power from the power system PG and supply power to the vehicle that is traveling on the travel lane R1. The power supply devices 300B are configured to receive the supply of electric power from the power system PG and supply power to the vehicle that is traveling on the travel lane R2. The travel lanes R1, R2 each correspond to one example of the "travel lane" involved in the present disclosure. The power supply devices 300A, 300B each correspond to one example of the "power supply device" involved in the present disclosure.

[0095] Figure 5 is a plan view showing the entire configuration of the road R10 shown in Figure 4 . Referring to Figure 1 and Figure 2 together, Figure 5 , the road R10 has an entrance and an exit of the power supply lane. In the road R10, the power supply lane (travel lanes R1, R2) is provided in the range from the entrance to the exit. In the example shown in Figure 5 , each vehicle that is traveling on the road R10 is a vehicle 100 ( Figure 1 ) included in a vehicle group VG ( Figure 2). The control device 250 of the server 200 is configured to be able to communicate with each of the vehicles traveling on the road R10 and the power supply devices 300A, 300B, respectively, via the communication network NW. Hereinafter, the vehicle 100 traveling on the power supply lane among the vehicles 100 traveling on the road R10 is also referred to as a "power supply lane vehicle".

[0096] The vehicle traveling on any one of the travel lanes R1, R2 belongs to the power supply lane vehicle. In the example shown in FIG. 1, the vehicle V traveling on the travel lane R1 belongs to the power supply lane vehicle. In the example shown in FIG. 1, the vehicle V traveling on the travel lane R2 also belongs to the power supply lane vehicle. Figure 5 In the example shown in FIG. 1, there are N power supply lane vehicles on the power supply lane (travel lanes R1, R2). In the example shown in FIG. 1, there are four power supply lane vehicles V1, V2, V3, V4 on the power supply lane (travel lanes R1, R2). Figure 5 In the example shown in FIG. 1, there are N power supply lane vehicles on the power supply lane (travel lanes R1, R2). In the example shown in FIG. 1, there are four power supply lane vehicles V1, V2, V3, V4 on the power supply lane (travel lanes R1, R2). N－3 , V N－2 , V N－1 , V N The suffix of "V" indicates the number of the vehicle from the end. For example, V5 is the fifth vehicle from the end. In addition, the vehicle Va preceding the entrance of the power supply lane does not belong to the power supply lane vehicle. The vehicle Vb passing through the exit of the power supply lane also does not belong to the power supply lane vehicle. The vehicle (for example, vehicle Vc) traveling on the travel lane R3 (no power supply lane) also does not belong to the power supply lane vehicle.

[0097] The power meter Sr is provided between the power system PG and the power supply lane (travel lanes R1, R2) of the road R10. The power meter Sr measures the progress of the total value of the input and output power of all the power supply devices (power supply devices 300A, 300B) provided to the power supply lane of the road R10. The power meter Sr measures the total power input from the power system PG to the power supply lane of the road R10 and the total power output from the power supply lane of the road R10 to the power system PG, respectively, sequentially, and records them sequentially. The adjustment amount (ΔkW) achieved by the power supply lane of the road R10 is measured by the power meter Sr. The power meter Sr can also be a smart meter. The power meter Sr measures the power every predetermined time, stores the measured power, and transmits it to the server 200. Hereinafter, the power detected by the power meter Sr is also referred to as "lane power".

[0098] The control device 250 of the server 200, when the adjustment capacity request is generated (i.e., when the power adjustment of the power system PG is requested), performs the process of requesting the adjustment of the power supply lane from the vehicle group VG Figure 1The control device 250 selects adjustment vehicles (i.e., vehicles that operate or standby to provide adjustment capability) for power adjustment of the power system PG. Details will be described later, but in this embodiment, the control device 250 selects at least one main vehicle and at least one reserve vehicle as adjustment vehicles to ensure the required adjustment capability. The reserve vehicle is the vehicle that performs power adjustment in place of the main vehicle if the main vehicle stops adjusting the power system PG en route. Furthermore, the control device 250 selects adjustment vehicles when any of the selected adjustment vehicles reaches a predetermined position in the power supply lane of road R10. Figure 5 When the vehicle reaches the "liberation position" (as indicated by the power adjustment mechanism in the power system PG), it is released from the power adjustment of the power supply lane. Vehicles in the power supply lane that have been released from the power adjustment can receive power from the power supply lane, ensuring sufficient power for driving after leaving the power supply lane. Therefore, it prevents vehicles that have undergone power adjustment from becoming depleted (lacking sufficient power for driving) after leaving the power supply lane.

[0099] The release position is set, for example, at the final stage of the power supply lane. The distance Dx from the exit of the power supply lane to the release position can be arbitrarily set. The distance Dx can be a fixed value or it can be variable. The distance Dx can be common to all vehicles in the power supply lane or it can be set according to the vehicles in the power supply lane. Details will be described later, but in this embodiment, the server 200 uses the vehicle information of each vehicle in the power supply lane to determine the distance Dx according to the vehicles in the power supply lane. In the following, the section from the entrance to the release position in the power supply lane of road R10 is referred to as the "VPP section". In addition, the vehicle 100 traveling in the VPP section of road R10 (i.e., the vehicle 100 in the power supply lane of road R10 that has not reached the release position) is also referred to as a "VPP vehicle".

[0100] In this embodiment, the control device 250 generates a regulation capacity requirement when it wins a bid for the regulation capacity of a power system PG in the electricity market. In the electricity market, electricity is traded as a commodity. Commodities are sold, for example, through bidding. The regulation capacity of the power system PG is also traded in the electricity market. Regulation capacity provides flexibility to the power system PG (the ability to change the production or consumption of electricity according to power fluctuations). The electricity market trades commodities in units of segments. A segment is a frame obtained by dividing a day into units of time. In this embodiment, 48 segments, obtained by dividing a day into 30-minute units, are traded. The market closing time for each segment is called "GC (closing time)". In this embodiment, the GC is one hour before the start time of the segment.

[0101] Aggregators use server 200 for e-commerce transactions. Server 200 trades adjustment capacity in the electricity market. Accounting for market transactions is managed by server 200. When server 200 wins a bid for adjustment capacity in the electricity market, it generates adjustment capacity requirements corresponding to the won bid.

[0102] Figure 6 This is a flowchart illustrating the processes involved in market transactions executed by server 200. The processes shown in this flowchart are executed when predetermined conditions are met. These predetermined conditions can be met at a predetermined time or periodically. Alternatively, the predetermined conditions can be met when server 200 receives a bidding instruction from a user. Server 200 can also determine a suitable timing for bidding based on at least one of market prices, meteorological information (including weather forecasts), and historical demand records for vehicle fleets (VG), and execute the bidding at that suitable timing. Figure 6 The process is illustrated. The electricity market can be, for example, a spot market (previous day's market). However, it is not limited to this; the electricity market can also be a pre-hour market (same day's market), a supply and demand adjustment market, or a capacity market.

[0103] and Figure 1 , Figure 2 as well as Figure 5 Refer to together Figure 6 In S11, the control unit 250 of the server 200 predicts the number of VPP vehicles during a predetermined period (e.g., a segment corresponding to each product). Hereinafter, the predetermined period will also be referred to as the "transaction period". The control unit 250 may also use vehicle information (e.g., driving plans) managed in the vehicle information DB222 to predict the number of vehicles. The control unit 250 may also predict the number of vehicles based on the congestion level of the power supply lane predicted from traffic information. The server 200 may also obtain traffic information via VICS (Vehicle Information and Communication System) (registered trademark).

[0104] Next, in S12, the control device 250 predicts the adjustment capacity that can be provided by the power supply lanes (travel lanes Rl, R2) of the road RlO during the above transaction target period, using the number of VPP vehicles predicted in SIl. The more the number of VPP vehicles predicted in SIl, the greater the adjustment capacity (upper limit value of adjustment capacity) that can be provided by the power supply lanes of the road RlO during the above transaction target period. The control device 250 can also further use information (for example, at least one of the full charge capacity, the rated charge power, and the rated discharge power) related to the charge and discharge specifications of each vehicle 100 predicted to be present on the power supply lanes of the road RlO during the above transaction target period, to perform the prediction of the above adjustment capacity.

[0105] Next, in S13, the control device 250 selects a transaction target, using the adjustment capacity predicted in S12, and makes a bid for the selected transaction target. Also, in S14, the control device 250 receives a notification from the market administrator that the bid for the commodity (adjustment capacity) has been successful. Then, when the start time of the adjustment capacity that has been successful (the start time of the transaction target period) is reached, the control device 250 causes the generation of an adjustment capacity request corresponding to the adjustment capacity that has been successful, in S15. As described above, the server 200 is configured to predict the number of vehicles 100 that do not reach the release position in the power supply lanes of the road RlO for a predetermined period (SIl), and make a bid for the adjustment capacity for the above predetermined period in the power market, using the predicted number of vehicles 100 (S13).

[0106] When the adjustment capability requirement is generated in S15, the server 200 (aggregator) is requested to provide adjustment capability during the transaction object period. That is, the transaction object period becomes an adjustment period (a period for which adjustment capability is requested to be provided). The aggregator that won the adjustment capability (winner) adjusts power in the range of the winning amount (ΔkW amount of agreement) with respect to the reference value (kW). The winning amount can be positive (to increase adjustment capability) or negative (to decrease adjustment capability). The winner notifies the market manager of the reference value before the GC (1 hour before the start time of the segment for which the winning amount is won). The power supply lane of the road R10 is notified to the market manager in advance as a resource (for example, a list mode) for power adjustment. The server 200 performs power adjustment using the power supply lane of the road R10 in one or more segments (adjustment periods) for which the winning amount is won. The server 200 controls the lane power (power detected by the electric quantity meter Sr) in accordance with an instruction from the server 700 (TSO server), for example. In a case where the output instruction value is changed in the adjustment period, the server 200 changes the output (lane power) of the power supply lane to the value within the response time of the commodity demand. In a case where the output instruction value continues to be the same value in the adjustment period, the server 200 continues the output (lane power) of the power supply lane in accordance with the instruction at least during the duration of the commodity demand. The server 200 transmits actual achievement data of power adjustment in the segment to the server 700 after the end of all the segments for which the winning amount is won.

[0107] The aggregator is responsible for simultaneous homogeneity of the power system PG in addition to the market transaction described above. The aggregator corresponds to a BRP (Balance Responsible Party). In this embodiment, a planned value simultaneous homogeneity system is adopted. The aggregator proposes a planned value for each segment to a predetermined organization in advance. In this embodiment, the length (unit time) of the segment is set to 30 minutes. The predetermined organization can also be an OCCTO (Operation and Control Center for Transmission and Distribution). The change deadline of the planned value (proposed deadline of supply and demand planned value) in the planned value simultaneous homogeneity system is GC (1 hour before the segment). When the GC elapses, the planned value cannot be changed. The imbalance (amount of inconsistency with the planned value) of the simultaneous homogeneity is evaluated for each segment. The aggregator that caused the imbalance is obligated to pay an imbalance fee (penalty).

[0108] The aggregator monitors the supply and demand balance (simultaneous homogeneity) of the power system PG using the server 200. Figure 7 is a flowchart showing a process involved in the monitoring of the supply and demand balance performed by the server 200. The process shown in this flowchart can also start at the start time of the predetermined segment (segment that is the monitoring target).

[0109] With Figure 1 , Figure 2 andFigure 5 Referring to Figure 7 In S21, the control device 250 of the server 200 acquires actual supply and demand in the relationship between the aggregator (more specifically, each resource managed by the aggregator) and the power system PG. The actual supply and demand can also include at least one of the amount of power used by the aggregator (power demand) from the supply received from the power system PG and the amount of power supplied by the aggregator to the power system PG (power supply). For the actual supply and demand, for example, detection is performed by a sensor in each resource managed by the aggregator (including the power supply lane of the road R10).

[0110] Next, in S22, the control device 250 determines whether the imbalance related to the simultaneous quantity of the power system PG exceeds a predetermined allowable range in the monitored section. During the imbalance is within the allowable range (S22: No), the processes of S21 and S22 are repeated. Also, in the case where the imbalance exceeds the allowable range (S22: Yes), the control device 250 generates an adjustment capacity request for eliminating the imbalance in S23.

[0111] The imbalance of the simultaneous quantity corresponds to the difference between the supply and demand plan value and the supply and demand actual result value, for example. The imbalance of the simultaneous quantity occurs in the case where, for example, the demand forecast deviates, and the actual result value of the demand (consumed power) becomes larger than the plan value. Also, the imbalance of the simultaneous quantity occurs in the case where the power generation forecast (for example, the forecast of the power generated by solar power generation or wind power generation) deviates, and the actual result value of the supply (generated power) becomes larger than the plan value.

[0112] When the adjustment capacity request is generated in S23, the server 200 (aggregator) is requested to provide the adjustment capacity in the monitored section. That is, the monitored section (30-minute period) becomes an adjustment period. The server 200 adjusts the actual supply and demand using the power supply lane of the road R10 so that the imbalance with respect to the plan value (kWh) in the monitored section becomes sufficiently small.

[0113] When the adjustment capacity request is generated in S15 of the server 200 or S23 of the server 200, the server 200 starts the series of processes described below. Figure 6 Figure 7 When the adjustment capacity request is generated in S15 of the server 200 or S23 of the server 200, the server 200 starts the series of processes described below. Figure 8 Figure 8 is a flowchart showing the power adjustment method involved in this embodiment.

[0114] Referring to Figure 1 , Figure 2 and Figure 5 Referring to Figure 8 In S51, the control device 250 of the server 200 acquires the number of VPP vehicles (hereinafter referred to as "number M"). Also, in Figure 5 ​​The number M (the number of vehicles 100 traveling in the VPP section of the road R10) is shown as an example of 10 or more, but the number M changes from time to time depending on the entry and exit conditions of the vehicles 100 with respect to the power feeding lane. Depending on the conditions of the power feeding lane, the number M is sometimes less than 10.

[0115] The control device 250 can also detect the number M using the vehicle information (for example, the position of the vehicle 100) managed in the vehicle information DB 222. The control device 250 can acquire the latest data from the server 500. The control device 250 can also detect the number M using the information acquired from the power feeding device 300. For example, each of the power feeding devices (the power feeding devices 300A, 300B) provided in the power feeding lane of the road R10 can sequentially transmit the vehicle ID of the vehicle that has passed through the power feeding device together with the device ID of the power feeding device to the server 200.

[0116] The control device 250 can also detect the number M using the information acquired from the road R10 or the vehicles 100 traveling on the road R10. For example, the control device 250 can also detect the number M using the sensors or cameras (for example, the N system or the flow counter) provided in the road R10. Alternatively, a first communication device (not shown) provided near the entrance of the power feeding lane of the road R10 can perform wireless communication with the vehicle 100 newly entering the power feeding lane. The first communication device can notify the vehicle of the condition of entering the power feeding lane and receive the vehicle ID of the vehicle (the vehicle ID of the last vehicle), and transmit the vehicle ID of the last vehicle to the server 200. In addition, a second communication device (not shown) provided near the release position of the power feeding lane of the road R10 can perform wireless communication with the vehicle 100 that has arrived at the release position. The second communication device can notify the vehicle (the vehicle 100 that has arrived at the release position) of the condition of arriving at the release position and receive the vehicle ID from the vehicle, and transmit the vehicle ID to the server 200. In addition, a third communication device (not shown) provided near the exit of the power feeding lane of the road R10 can perform wireless communication with the vehicle 100 that has exited from the power feeding lane. The third communication device can notify the vehicle (the exit vehicle that was the head vehicle a short time ago) of the condition of exiting the power feeding lane and receive the vehicle ID (the vehicle ID of the exit vehicle) from the vehicle, and transmit the vehicle ID of the exit vehicle to the server 200. In addition, the vehicles 100 on the power feeding lane of the road R10 can exchange information (for example, the vehicle ID and the vehicle position) with each other through V2V communication (vehicle-to-vehicle communication). Information indicating the surrounding conditions of each of the vehicles 100 on the power feeding lane can be transmitted from each of the vehicles 100 to the server 200.

[0117] Next, in S52, the control device 250 acquires the lane power (power detected by the electric quantity meter Sr). Next, in S53, the control device 250 determines the target adjustment capacity using the lane power and the required adjustment capacity (size of the adjustment capacity required by the generated adjustment capacity requirement). The control device 250 can also determine the target adjustment capacity with respect to the adjustment capacity requirement caused by the bid in the power market, for example, based on the required adjustment capacity indicated by the instruction from the server 700 (TSO server) and the lane power detected by the electric quantity meter Sr. The control device 250 can also determine the target adjustment capacity with respect to the adjustment capacity requirement caused by the simultaneous homochromatic imbalance, for example, based on the planned value, the actual supply and demand, and the lane power.

[0118] Next, in S54, the control device 250 performs vehicle selection. Figure 9 is a detailed flowchart indicating the vehicle selection.

[0119] With reference to Figure 1 , Figure 2 and Figure 5 together Figure 9 In S101, the control device 250 determines whether the power supply lane of the road R10 is in the power adjustment of the power system PG. In the first processing routine, it is determined that the power adjustment of the power system PG has not started (S101: No), and the processing proceeds to S102. In S102, the control device 250 selects the adjustment vehicle (vehicle 100 for the power adjustment of the power system PG) from the VPP vehicles. Specifically, the control device 250 selects the main vehicle and the backup vehicle as the adjustment vehicle.

[0120] The control device 250 selects the main vehicle from the M number of VPP vehicles, which is required to secure the target adjustment capacity (determined in detail based on the size of the required adjustment capacity). The control device 250 can also select one or more main vehicles that match the generated adjustment capacity requirement based on the vehicle information (for example, the full charge capacity, the SOC, the rated charge power, and the rated discharge power of the battery 110) of each VPP vehicle. By causing each selected main vehicle to act as the adjustment capacity of the power system PG, the target adjustment capacity is achieved.

[0121] Further, the control device 250 selects one or more than one of the reserve vehicles from the selected candidates which remain after the vehicle 100 selected as the master vehicle is removed from the M VPP vehicles. The reserve vehicle is an adjustment vehicle which stands by in preparation for an emergency (i.e., an adjustment vehicle for coping with an interference). The reserve vehicle performs power adjustment in place of the master vehicle when the power adjustment of the power system PG is stopped in the middle of the journey of the master vehicle due to some reason (detachment from the power supply lane, insufficient storage capacity, failure, etc.). The control device 250 can also select one or more than one of the reserve vehicles which meet the adjustment capacity requirement generated, based on the vehicle information (e.g., the full charge capacity, the SOC, the rated charge power, and the rated discharge power of the battery 110) of each VPP vehicle.

[0122] When the selection of the adjustment vehicles (the master vehicle and the reserve vehicles) is completed, the control device 250 notifies the users' terminals of the selected adjustment vehicles of the start of the power adjustment. The users' terminals can be terminals mounted on the vehicles or mobile terminals carried by the users of the vehicles. In this embodiment, the selected adjustment vehicles do not perform the processing shown in Figure 3 , but perform the charge / discharge control (i.e., the charge / discharge control for the power adjustment of the power system PG) based on the processing described later in Figure 10 or Figure 11 . In contrast, the power supply lane vehicles which are not selected as the adjustment vehicles can receive power supply from the power supply lanes (the travel lanes R1, R2) of the road R10 through the processing shown in Figure 3 . Further, the power supply lane vehicles selected as the adjustment vehicles can also receive power supply from the power supply lanes (the travel lanes R1, R2) of the road R10 after being released from the power adjustment of the power system PG, through the processing described later in Figure 12 .

[0123] When the selection of the adjustment vehicles and the notification to the users of the vehicles (S102) are completed in the first processing routine, the processing proceeds to S55 of Figure 8 . In S55, the control device 250 performs the power adjustment of the power system PG. Figure 10 is a detailed flowchart showing the power adjustment.

[0124] in conjunction with Figure 1 , Figure 2 , and Figure 5 . Figure 10In S201, the control device 250 allocates a target adjustment capability to each host vehicle. For example, in a case where the target adjustment capability is an adjustment capability on the charging side (i.e., in a case where charging for power adjustment is requested), the control device 250 determines the charging power of each host vehicle. The control device 250 can also determine the charging power of each host vehicle based on the vehicle information (e.g., the SOC and the rated charging power of the battery 110) of each host vehicle. The control device 250 can also allocate a large charging power to a host vehicle having a large rated charging power and a host vehicle having a low SOC. In addition, in a case where the target adjustment capability is an adjustment capability on the discharging side (i.e., in a case where discharging for power adjustment is requested), the control device 250 determines the discharging power of each host vehicle. The discharging power allocated to a host vehicle can also be 0 kW (charging stop). The control device 250 can also determine the discharging power of each host vehicle based on the vehicle information (e.g., the SOC and the rated discharging power of the battery 110) of each host vehicle. The control device 250 can also allocate a large discharging power to a host vehicle having a large rated discharging power and a host vehicle having a high SOC.

[0125] Next, in S202, the control device 250 transmits an instruction for causing each host vehicle to act in accordance with the adjustment capability (charging power or discharging power) determined in S201 (hereinafter referred to as an "adjustment instruction") to each host vehicle that is traveling on the power feeding lane (travel lane R1, R2) of the road R10 and each power feeding device (power feeding device 300A, 300B) provided to the power feeding lane of the road R10. The adjustment instruction is transmitted to the power feeding device 300A, 300B together with the vehicle ID of the host vehicle.

[0126] The power adjustment achieved by the WPT performed between the host vehicle and the power feeding device 300 (power feeding device 300A or 300B) is performed in compliance with the adjustment instruction transmitted from the control device 250. Figure 3The processing shown is performed in this way. However, the host vehicle performs charge / discharge control in accordance with the adjustment instruction from the server 200 (control device 250) in S240. The power supply device 300, when receiving the vehicle ID from the host vehicle through close proximity communication (S310: YES), performs charge / discharge control in accordance with the adjustment instruction corresponding to the vehicle ID in S330. The charge control, discharge control, or charge stop control in accordance with the adjustment instruction from the server 200 is performed by each host vehicle that is traveling on the power supply lane of the road R10, and power adjustment of the power system PG is performed. The control device 250 can increase the demand of the power system PG by transmitting an instruction (instruction A) to increase the charge power of the battery 110 in the host vehicle to the host vehicle. In addition, the control device 250 can suppress an increase in the demand of the power system PG by transmitting an instruction (instruction B) to prohibit charging of the battery 110 in the host vehicle to the host vehicle. In addition, the control device 250 can increase the supply of the power system PG by transmitting an instruction (instruction C) to perform V2G (Vehicle to Grid) from the host vehicle to the power system PG to the host vehicle.

[0127] When charging is required by the generated adjustment capability requirement, the control device 250 transmits an adjustment instruction (1st instruction) to perform charging of the charge power decided in S201 to each host vehicle. The host vehicle (ECU 150), when receiving the adjustment instruction (1st instruction) to perform charging of the charge power decided in S201, charges the battery 110 with power from the power supply device 300 in accordance with the adjustment instruction. On the other hand, when discharging is required by the generated adjustment capability requirement, the control device 250 transmits an adjustment instruction (2nd instruction) to perform discharging of the discharge power decided in S201 or to stop charging to each host vehicle. The host vehicle (ECU 150), when receiving the adjustment instruction (2nd instruction) to perform discharging of the discharge power decided in S201 or to stop charging, performs discharging from the battery 110 to the power system PG or stops charging of the battery 110 in accordance with the adjustment instruction. Thus, the lane power is controlled in accordance with the generated adjustment capability requirement.

[0128] When the processing of S202 is performed, Figure 10 The series of processing shown ends, and the processing proceeds to Figure 8 S56. In S56, the control device 250 performs preliminary vehicle control. Figure 11 is a detailed flowchart showing the preliminary vehicle control.

[0129] in conjunction with Figure 1 , Figure 2 and Figure 5 Figure 11 ​In S301, the control device 250 determines whether the number of reserve vehicles has been reduced. The number of reserve vehicles reduced is counted based on the state of the previous processing routine.

[0130] Specifically, control device 250 monitors whether the reserve vehicle is traveling in the power supply lane of road R10 during the adjustment period. Control device 250 can also use vehicle information (e.g., vehicle position) managed in vehicle information DB222 to determine the current travel position of each reserve vehicle. Control device 250 can sequentially retrieve the latest data from server 500. Control device 250 determines that a reserve vehicle has left the power supply lane in two cases: when a reserve vehicle exits from the exit of the power supply lane (travel lanes R1, R2) or when a reserve vehicle changes from the power supply lane (travel lane R1 or R2) to a non-power supply lane (travel lane R3). Furthermore, control device 250 will not identify reserve vehicles that have subsequently left the power supply lane (travel lanes R1, R2) of road R10 as reserve vehicles. Additionally, for those described later... Figure 9 In step S104, reserve vehicles that have been freed from the power regulation of the power system PG are not identified as reserve vehicles by the control device 250. Furthermore, if the server 200 receives an abnormal signal (indicating an abnormality in the vehicle) from any reserve vehicle, the control device 250 also does not identify that vehicle as a reserve vehicle. In this embodiment, due to disengagement from the power supply lane, release from power regulation, or the occurrence of an abnormality, previously selected reserve vehicles become non-reserve vehicles, thus reducing the number of reserve vehicles.

[0131] In the previous handling procedure, if a standby vehicle traveling in the power supply lane of road R10 veers off the power supply lane, then... Figure 9 In S104, if the standby vehicle is freed from the power adjustment of the power system PG, or if an anomaly occurs in the standby vehicle, the condition is determined to be "yes" in S301, and the process proceeds to S302. In S302, the control device 250 selects a standby vehicle from the VPP vehicles (i.e., vehicles 100 that have not reached the freed-up position in the power supply lane of road R10). The control device 250 may also select a standby vehicle that matches the resulting adjustment capability requirement based on the vehicle information of each VPP vehicle (e.g., the full charge capacity, SOC, rated charging power, and rated discharging power of the battery 110). In this embodiment, the control device 250 selects (supplements) the reduced number of standby vehicles in S302. However, it is not limited to this; the server 200 (control device 250) may also reselect all standby vehicles in S302, instead of simply supplementing the reduced number of standby vehicles.

[0132] In S302, when the selection of standby vehicles ends, the control device 250 notifies the user terminal of the selected standby vehicle of the start of power adjustment. Then, the process proceeds to S303. Additionally, if the number of standby vehicles decreases from the state of the previous processing routine (S301: No), the process also proceeds to S303.

[0133] In S303, control device 250 will... Figure 9 S102 or Figure 11 In S302, the SOC of the battery 110 of each selected backup vehicle is controlled within a predetermined range (hereinafter referred to as the "standby SOC range"). The standby SOC range can be set arbitrarily. The standby SOC range can also be around 50% (for example, an SOC range of more than 40% and less than 60%). The control device 250 can also determine the standby SOC range according to the required adjustment capability. Through the processing of S303, preparations are made for a situation where the main vehicle becomes unable to perform power adjustment for some reason, and the backup vehicle is maintained in a state where power adjustment can be performed during the adjustment period. By pre-controlling the SOC of the battery 110 of the backup vehicle within the standby SOC range, if the main vehicle stops power adjustment en route, the backup vehicle can easily take over the main vehicle to perform power adjustment. When the processing of S303 is executed, Figure 11 The series of processes shown has ended, and processing has begun. Figure 8 S57.

[0134] and Figure 1 , Figure 2 as well as Figure 5 Refer to together Figure 8 In S57, the control device 250 determines whether the adjustment period for the generated adjustment capability requirement has ended. If it is still within the adjustment period (S57: No), the process returns to S51, and the processes described in S51 to S54 are executed. In S54, the process is executed... Figure 9 The processing is shown.

[0135] Reference and Figure 1 , Figure 2 as well as Figure 5 Refer to together Figure 9 In subsequent processing routines, it is determined that the power adjustment of the power system PG has started (S101: Yes), and the process proceeds to S103.

[0136] In S103, the control device 250 determines whether the predetermined release conditions are met for each adjustment vehicle. Then, in S104, the control device 250 releases the adjustment vehicles whose release conditions are met from the power adjustment of the power system PG. In this embodiment, the adjustment vehicles include a main vehicle and a reserve vehicle. Both the main vehicle and the reserve vehicle whose release conditions are met are released from the power adjustment. Adjustment vehicles released from the power adjustment are subsequently no longer identified as adjustment vehicles by the control device 250. If any of the reserve vehicles is released from the power adjustment, the aforementioned... Figure 11 In step S302, reserve vehicles are added from VPP vehicles (i.e., vehicles 100 that have not reached the release position in the power supply lane of road R10). This ensures a sufficient number of reserve vehicles for power adjustment. In this embodiment, a vehicle that meets at least one of conditions A to C described below is considered to have met the release condition, and that vehicle is released from power adjustment.

[0137] Condition A is that the adjustment vehicle traveling towards the exit on the power supply lane of road R10 has reached the release position (refer to...). Figure 5 In this embodiment, the control device 250 determines the release position according to the adjustment of the vehicle (and thus...). Figure 5 (Dx in the distance). Specifically, the control device 250 can also use the power supply lane of road R10 to adjust the position of the vehicle, adjust the vehicle speed, and adjust the SOC of the battery 110 equipped with the vehicle to determine the release position of each vehicle, so that the SOC of the battery 110 reaches the target SOC through charging during driving after release (see below). Figure 12 However, this is not the only limitation; the method for determining the release position can be appropriately modified. For example, the control device 250 can also use the speed of the adjustment vehicle to determine the release position of each adjustment vehicle, such that the time taken for the adjustment vehicle to move from the release position of the power supply lane to the exit (hereinafter also referred to as the "exit arrival time") is a predetermined time (e.g., 10 minutes) or more. The longer the exit arrival time, the easier it is for the adjustment vehicle to recharge during driving after release, ensuring power for driving after leaving the power supply lane.

[0138] Condition B is that the SOC of the battery 110 equipped in the vehicle is adjusted to a predetermined SOC value (hereinafter referred to as "release SOC") or lower. The release SOC is, for example, an SOC value close to an empty state. For example, when the SOC of the battery 110 equipped in the vehicle is adjusted to a release SOC or lower by discharging for power adjustment of the power system PG, the adjusted vehicle is released from power adjustment.

[0139] Condition C is that the control device 250 receives a release request from the user of the adjustment vehicle. The user of the adjustment vehicle can input the release request to the adjustment vehicle (ECU 150) through the HMI 185. The release request input by the user is transmitted from the adjustment vehicle to the server 200. The control device 250 releases the adjustment vehicle belonging to the user from the power adjustment of the power system PG in the case where the release request is accepted from the user of the adjustment vehicle, even if the adjustment vehicle does not reach the release position of the power feeding lane (i.e., even if the adjustment vehicle does not satisfy Condition A).

[0140] In the case where the release condition does not hold with respect to any adjustment vehicle, none of the adjustment vehicles is released from the power adjustment, and the process proceeds to S105. In the case where the release condition holds with respect to any adjustment vehicle, after the adjustment vehicle (adjustment vehicle for which the release condition holds) is released from the power adjustment, the process proceeds to S105. In this embodiment, with respect to the vehicle 100 (hereinafter also referred to as "released vehicle") that is released from the power adjustment by the process of S104 described above, the processes described below are executed. Figure 12 Figure 12 The series of processes illustrated in Figure 8-11 are executed in parallel with the processes illustrated in

[0141] Figure 12 is a flowchart showing the charging control executed with respect to the released vehicle. Figure 12 The processes illustrated in are executed with respect to the released vehicle. In this embodiment, when the vehicle 100 that is traveling on the power feeding lane of the road R10 is released from the power adjustment by the process of S104, the ECU 150 of the released vehicle 100 (released vehicle) executes the processes illustrated in in accordance with the program stored in the storage device 153. However, the ECU 150 of the released vehicle can execute the processes illustrated in in accordance with the instruction from the server 200, not limited to this. Figure 9 Figure 12 Figure 12

[0142] With reference to Figure 1 , Figure 2 and Figure 5 together, Figure 12 In S61, the ECU 150 determines whether the released vehicle has reached the exit of the power feeding lane. The ECU 150 can perform the determination of S61 based on the GPS signals received by the NAVI 180 successively. In addition, the ECU 150 can perform the determination of S61 using the information from the server 200 or the road R10 (power feeding devices 300A, 300B, etc.).

[0143] ​​​​When the Jiefang vehicle is traveling in the power supply lane of road R10 (S61: No), in S62, ECU150 performs charging control of battery 110 to bring the SOC of battery 110 in the Jiefang vehicle close to a predetermined target SOC. The target SOC can also be preset by the user. Alternatively, ECU150 can determine the target SOC corresponding to the Jiefang vehicle's travel plan (e.g., destination).

[0144] In S62, charging while driving is implemented. Specifically, the Jiefang vehicle drives in the power supply lane of road R10 while passing through... Figure 3 The processes shown (S210-S260 and S310-S350) receive power from power supply equipment 300A or 300B. When a Jiefang vehicle approaches (S310: Yes), each power supply equipment (power supply equipment 300A, 300B) installed in the power supply lane of road R10 supplies power to the approaching Jiefang vehicle (S330), and stops supplying power when the Jiefang vehicle leaves (S340: Yes) (S350). By sequentially switching the power supply equipment supplying power to Jiefang vehicles traveling in the power supply lane according to the travel position of the Jiefang vehicles, Jiefang vehicles traveling in the power supply lane can continuously or intermittently charge while in motion.

[0145] After processing in S62, ECU150 determines in S63 whether the SOC of the battery 110 of the Jiefang vehicle has reached or exceeded the target SOC. If the SOC of the battery 110 of the Jiefang vehicle has not reached the target SOC (S63: No), the processing returns to S61.

[0146] If the Jiefang vehicle reaches the exit of the power supply lane of road R10 (S61: Yes), or if the SOC of the Jiefang vehicle's battery 110 becomes higher than the target SOC (S63: Yes), Figure 12 The series of processes shown is now complete. As described above, in this embodiment, the liberation vehicle (including the adjustment vehicle that has reached the liberation position) performs charging control of the battery 110 to bring the state of charge (SOC) of the battery 110 in the liberation vehicle close to a predetermined target SOC. The liberation vehicle can store power in the battery 110 for driving after leaving the power supply lane by receiving power from the power supply equipment. With this configuration, power shortage of the liberation vehicle after leaving the power supply lane can be suppressed.

[0147] Again with Figure 1 , Figure 2 as well as Figure 5 Refer to together Figure 9In S105, the control device 250 determines whether any of the host vehicles in the power adjustment has stopped the power adjustment on the way. For example, in a case where the host vehicle is released from the power adjustment in S104, the control device 250 determines that the host vehicle has stopped the power adjustment on the way. Also, in a case where the server 200 receives an abnormal signal from any of the host vehicles, the control device 250 determines that the host vehicle has stopped the power adjustment on the way. Also, in a case where the host vehicle that was running on the power feeding lane of the road R10 in the previous processing routine has left the power feeding lane, the control device 250 determines that the host vehicle has stopped the power adjustment on the way. The determination method regarding the host vehicle leaving the power feeding lane can be the same as the determination method regarding the reserve vehicle leaving the power feeding lane (see S301 of FIG. 3). Figure 11

[0148] Also, the control device 250 monitors the SOC of the battery 110 possessed by each host vehicle during the adjustment period. The control device 250 determines whether the host vehicle has stopped the power adjustment on the way using the SOC of the battery 110 possessed by the host vehicle. The control device 250 determines that the host vehicle has stopped the power adjustment on the way even if the host vehicle is running on the power feeding lane of the road R10 in a case where the SOC of the battery 110 possessed by the host vehicle is not within a predetermined range. For example, in a case where charging is required by the generated adjustment capacity request (demand increase), if there is a host vehicle whose SOC of the battery 110 is equal to or higher than a predetermined SOC value (for example, an SOC value indicating a full charge state), the control device 250 determines that the host vehicle has stopped the power adjustment on the way. Also, in a case where discharging is required by the generated adjustment capacity request (supply increase), if there is a host vehicle whose SOC of the battery 110 is equal to or lower than a predetermined SOC value (for example, an SOC value indicating an empty state), the control device 250 determines that the host vehicle has stopped the power adjustment on the way. Also, in a case where the SOC of the battery 110 possessed by the host vehicle indicates a behavior opposite to the required adjustment capacity (decrease with respect to the charging requirement, or increase with respect to the discharging requirement), the control device 250 determines that the host vehicle has stopped the power adjustment on the way.

[0149] In a case where any of the host vehicles has stopped the power adjustment using the power system PG of the power feeding device 300A, 300B before the adjustment period expires (S105: Yes), the control device 250 causes the reserve vehicle to perform the power adjustment of the power system PG in place of the host vehicle that has stopped the power adjustment in S106. The control device 250 causes the reserve vehicle to act in accordance with the adjustment capacity allocated to the host vehicle that has stopped the power adjustment (see S201 of FIG. 2). A plurality of reserve vehicles can be caused to act in place of one host vehicle. Figure 10

[0150] ​​While the control device 250 performs power adjustment of the power system PG on the reserve vehicles as described above, in the following S107, it selects a new master vehicle from the VPP vehicles (i.e., vehicles 100 that have not reached the release position in the power supply lane of road R10). For example, the control device 250 uses at least one of the SOC, full charge capacity, rated charging power, and rated discharging power of the battery 110 of vehicle 100 to determine whether each VPP vehicle corresponds to the target adjustment capability (required adjustment capability). Furthermore, the control device 250 removes the master vehicles in power adjustment and vehicles 100 that do not correspond to the target adjustment capability (required adjustment capability) from the VPP vehicles, and selects a new master vehicle from the remaining vehicles 100. The control device 250 selects (supplements) the number of master vehicles that were reduced. The control device 250 may also select a master vehicle from the reserve vehicles. The control device 250 may also select a reserve vehicle in power adjustment (a reserve vehicle that started power adjustment of the power system PG in S106) as a new master vehicle. That is, the control device 250 can also supplement the main vehicle by changing the reserve vehicle in the power adjustment to the main vehicle.

[0151] In S107, when the selection (supplementary) of the primary vehicle ends, the control device 250 notifies the user terminal of the selected primary vehicle of the start of power adjustment. Then, in S108, after the power adjustment implemented through the aforementioned backup vehicle (S106) ends, the control device 250 initiates processing. Figure 8 The S55. Figure 8 S55 Figure 10 In the process shown, the power adjustment of the power system PG is performed by each master vehicle, which is supplemented in S107.

[0152] If all main vehicles are continuously adjusting the power supply of the power system PG (S105: No), the process proceeds without going through S106 to S108. Figure 8 The S55. That is, the main vehicle is not changed, in Figure 8 S55 Figure 10 In the process shown, power adjustment based on the main vehicle's power system PG is performed.

[0153] Again with Figure 1 , Figure 2 as well as Figure 5 Refer to together Figure 8 During the adjustment period (S57: No), the process described in S55 above (refer to...) Figure 10 The power adjustment of the power system PG of the power supply lane based on road R10 is performed. Additionally, the processing described in S56 above (see...) Figure 11The standby vehicle is maintained in a state where it can undergo electrical adjustment. Furthermore, after the adjustment period (S57: Yes), following the execution of process S58, Figure 8 The series of processes shown is now complete. Thus, all vehicles undergoing adjustment are freed from electrical adjustment. In step S58, control device 250 notifies the user terminals of each vehicle that the electrical adjustment is complete.

[0154] According to the power supply system with the above-described configuration (refer to...) Figures 1-12 Vehicles 100 in the power supply lane selected for power adjustment by an external power source (power system PG) are less likely to become power-deprived after leaving the power supply lane. Furthermore, the power adjustment method involved in this embodiment includes methods respectively represented by... Figures 6-12 The processing.

[0155] exist Figure 9 In S102, server 200 selects an adjustment vehicle from vehicles 100 traveling in lanes R1 and R2 that are being set up with power supply equipment 300A and 300B receiving power from the power system PG, for power adjustment of the power system PG. Figure 8 S55 Figure 10 In the process shown, server 200 causes the adjustment vehicle (main vehicle) to operate in order to adjust the power of the power system PG. Furthermore, in Figure 9 In S104, when any of the selected adjustment vehicles reaches the release position of the power supply lane of road R10, server 200 releases the adjustment vehicle that has reached the release position from the power adjustment of the power system PG. In this way, the vehicle 100 selected for power adjustment of the external power source (power system PG) is less likely to become power-depleted after leaving the power supply lane.

[0156] In the above embodiments, if the adjusted vehicle satisfies at least one of conditions A to C, the adjustment vehicle is deemed to have met the release condition. However, this is not a limitation, and the release condition can be appropriately modified. For example, at least one of conditions B and C can be omitted. Alternatively, only the predetermined adjusted vehicle (at least one of the main vehicle and the backup vehicle) that has reached the release position may be released from the power adjustment of the external power source.

[0157] In the above embodiment, the main vehicle and the backup vehicle are selected as adjustment vehicles. However, it is not necessary to select the backup vehicle as the adjustment vehicle; the main vehicle alone can be used for power adjustment of the external power source.

[0158] In a manner in which the vehicle group VG managed by the vehicle management device 1000 includes vehicles that have agreed to assist power adjustment by contract (VPP contract vehicles) and vehicles other than these (non-VPP contract vehicles), the latter non-VPP contract vehicles can also be excluded from the processing in the processes shown in Figures 6-9

[0159] The vehicle 100 in the above-described embodiment Figure 2 is provided with an electric storage device configured to be able to charge in the middle of travel using power from the travel lane of the road R10. In a manner in which the vehicle group VG managed by the vehicle management device 1000 includes vehicles that do not have an electric storage device configured to be able to charge in the middle of travel using power from the travel lane of the road R10 (non-charging vehicles), the vehicle management device 1000 can also exclude such non-charging vehicles from the processing in the processes shown in Figure 8 and Figure 9

[0160] The vehicle 100 in the above-described embodiment Figure 2 is provided with an electric storage device configured to be able to discharge in the middle of travel to the power system PG via the travel lane of the road R10. In a manner in which the vehicle group VG managed by the vehicle management device 1000 includes vehicles that do not have an electric storage device configured to be able to discharge in the middle of travel to the power system PG via the travel lane of the road R10 (non-V2G vehicles), the vehicle management device 1000 can also exclude such non-V2G vehicles from the processing in the processes shown in Figure 8 and Figure 9

[0161] The road to which the power supply system is applied is not limited to the road R10 shown in Figure 5 . The road to which the power supply system is applied can be a general road or an expressway. A gate through which only predetermined vehicles (for example, management vehicles or vehicles that have reserved the power supply device provided in the power supply lane) can pass can be provided at the entrance of the power supply lane of the road R10. The length of the power supply lane (the region in which the power supply device is provided in the road) is arbitrary, and for example, can be 5 km or more and 100 km or less, or can be several km. In the road R10 shown in Figure 5 , the number of power supply lanes is two lanes, and the number of lanes without power supply is one lane, but a lane without power supply can be provided in a larger number than the power supply lanes. The power supply system described above can also be applied to a road having a power supply lane of one lane or a power supply lane of three or more lanes, or a road without a lane without power supply.

[0162] Figure 13 is a representation​​​Figure 5 The diagram shows a variation of the road. (Refer to...) Figure 13 Road R10A, including the power supply lane, branches into Road R11 (including the power supply lane) and Road R12 (excluding the power supply lane, which is a non-power supply lane). Control device 250 can also be used in... Figure 9 S105 and Figure 11 In at least one of S301, if an adjustment vehicle traveling in the power supply lane of road R10A enters the second road R12, it is determined that the adjustment vehicle has left the power supply lane.

[0163] The system's composition is not limited to Figure 1 The configuration is shown. Alternatively, other servers (such as servers of a higher-level aggregator) can be set up between server 700 and server 200. In the above embodiment, on-premises servers are used as the respective servers for servers 200 and 500 (see [reference]). Figure 1 However, this is not the only option; the functionality of servers 200 and 500 (especially those related to vehicle management) can also be installed on the cloud via cloud computing. Additionally, at least some of the functionality of server 500 can also be installed on server 200.

[0164] The configuration of the managed vehicle is not limited to the configuration described in the above embodiments (see reference). Figure 2 A vehicle group (VG) can also include various management vehicles with different configurations. The configuration of the management vehicles can also be appropriately modified to be either manned or unmanned. For example, unmanned vehicles may not have components for human operation (such as a steering wheel). The configuration of the management vehicles is not limited to those with autonomous driving capabilities.

[0165] xEVs other than BEVs can also be used as managed vehicles. xEVs configured to charge and / or discharge while driving (hybrid vehicles, fuel cell vehicles, extended-range EVs, etc.) can also be used as managed vehicles. Managed vehicles can also be hybrid vehicles equipped with hydrogen engines and energy storage devices. Managed vehicles can have solar panels or flight capabilities. Managed vehicles are not limited to passenger cars; they can also be buses or trucks. Managed vehicles can be privately owned vehicles (POVs) or MaaS (Mobility as a Service) vehicles. MaaS vehicles are vehicles managed by MaaS providers. Managed vehicles can also be multi-purpose vehicles customized according to the user's intended use. Managed vehicles can also be mobile shop vehicles, robotaxis, automated guided vehicles (AGVs), or agricultural machinery. Managed vehicles can also be small, driverless or single-passenger BEVs (such as micro-platforms or electric skateboards).

[0166] The embodiments disclosed this time should be considered illustrative and not restrictive. The technical scope of the present disclosure is not limited to the embodiments described above, but includes all modifications within the scope of equivalents based on the claims and the scope of the embodiments.

Claims

1. A power supply system characterized by comprising: The power supply device and a vehicle management device, The power supply device is configured to: receive supply of electric power from an external power source, supply electric power to a vehicle traveling on a travel lane, The vehicle management device is configured to: manage a plurality of vehicles configured to use the power supply device, select, from among the plurality of vehicles, an adjustment vehicle for electric power adjustment of the external power source, when any one of the selected adjustment vehicles reaches a predetermined position of the travel lane, release the adjustment vehicle that has reached the predetermined position from electric power adjustment of the external power source, The vehicle management device is configured to: determine the predetermined position for each of the adjustment vehicles, using a vehicle speed of each of the adjustment vehicles, determine the predetermined position for the adjustment vehicles so that a time taken for the adjustment vehicle to move from the predetermined position of the travel lane to an exit is a predetermined time or more.

2. The power supply system according to claim 1, wherein the vehicle management device is configured to select a main vehicle and a backup vehicle as the adjustment vehicle, the main vehicle being a vehicle for securing a required adjustment capacity when the electric power adjustment of the external power source is required, the backup vehicle being a vehicle that performs the electric power adjustment of the external power source in place of the main vehicle when the main vehicle stops the electric power adjustment of the external power source on the way, wherein the number of the selected main vehicles is one or more, and the number of the selected backup vehicles is one or more.

3. The power supply system according to claim 2, wherein the vehicle management device is configured to: when any one of the main vehicles reaches the predetermined position of the travel lane, release the main vehicle that has reached the predetermined position from the electric power adjustment of the external power source, select a new main vehicle while causing the backup vehicle to perform the electric power adjustment of the external power source.

4. The power supply system according to claim 3, wherein the vehicle management device is configured to: replenish the main vehicles by selecting the backup vehicle as the new main vehicle, thereby changing the backup vehicle to the main vehicle.

5. The power supply system according to any one of claims 2 to 4, wherein the vehicle management device is configured to: when any one of the backup vehicles reaches the predetermined position of the travel lane, release the backup vehicle that has reached the predetermined position from the electric power adjustment of the external power source, replenish the backup vehicles from among the plurality of vehicles that have not reached the predetermined position on the travel lane.

6. The power supply system according to any one of claims 2 to 4, wherein each of the plurality of vehicles is provided with an electric storage device, the vehicle management device is configured to control a state of charge (SOC) of the electric storage device provided in the backup vehicle to be within a predetermined range.

7. The power supply system according to any one of claims 2 to 4, wherein each of the vehicles selected as the adjustment vehicle at the time of being requested for charge adjustment of power of the external power source is provided with an electric storage device configured to be charged using power from the power supply device during a period in which the vehicle is able to travel on the travel lane, the vehicle management device is configured to, at the time of being requested for discharge adjustment of power of the external power source, determine discharge power of each of the host vehicles, transmit, to the host vehicles traveling on the travel lane, a second instruction for causing the host vehicles to perform discharge of the determined discharge power or to stop charge, the host vehicles are configured to, in accordance with the second instruction, perform discharge from the electric storage device to the external power source or stop charge of the electric storage device.

8. The power supply system according to any one of claims 2 to 4, wherein each of the vehicles selected as the adjustment vehicle at the time of being requested for discharge adjustment of power of the external power source is provided with an electric storage device configured to discharge to the external power source via the power supply device during a period in which the vehicle is able to travel on the travel lane, the vehicle management device is configured to, at the time of being requested for discharge adjustment of power of the external power source, determine discharge power of each of the host vehicles, transmit, to the host vehicles traveling on the travel lane, a second instruction for causing the host vehicles to perform discharge of the determined discharge power or to stop charge, the host vehicles are configured to, in accordance with the second instruction, perform discharge from the electric storage device to the external power source or stop charge of the electric storage device.

9. The power supply system according to any one of claims 1 to 4, wherein each of the plurality of vehicles is provided with an electric storage device, the first vehicle that is the adjustment vehicle that has reached the predetermined position is configured to, after being released from power adjustment from the external power source, perform charge control of the electric storage device so that the SOC of the electric storage device of the first vehicle approaches a predetermined target SOC.

10. The power supply system according to any one of claims 1 to 4, wherein the vehicle management device is configured to, in a case where a release request is accepted from a user of the adjustment vehicle, release the adjustment vehicle belonging to the user from power adjustment of the external power source even if the adjustment vehicle has not reached the predetermined position of the travel lane.

11. The power supply system according to any one of claims 1 to 4, wherein the vehicle management device is configured to: among the plurality of vehicles, predict a number of vehicles that will not reach the predetermined position in the travel lane during a predetermined period, use the predicted number of vehicles to bid for adjustment capacity in the predetermined period in a power market.

12. A server, characterized by include a processor, the processor is configured to: manage a plurality of vehicles configured to be able to use a power supply device that receives supply of power from an external power source and supplies power to a vehicle traveling on a travel lane, select an adjustment vehicle for power adjustment of the external power source from among the plurality of vehicles, when any one of the selected adjustment vehicles reaches a predetermined position of the travel lane, the adjustment vehicle that has reached the predetermined position is released from the power adjustment of the external power source, the predetermined position is decided for each of the adjustment vehicles, the predetermined position is decided for each of the adjustment vehicles using the vehicle speed of each of the adjustment vehicles so that the time taken for the adjustment vehicle to move from the predetermined position of the travel lane to the exit is predetermined time or more.

13. A power adjustment method, characterized by, including: selecting, from among vehicles traveling on a travel lane on which a power supply device that receives power supply from an external power source is being installed, an adjustment vehicle for power adjustment of the external power source; causing the adjustment vehicle to act for power adjustment of the external power source; and when any one of the selected adjustment vehicles reaches a predetermined position of the travel lane, the adjustment vehicle that has reached the predetermined position is released from the power adjustment of the external power source, the predetermined position is decided for each of the adjustment vehicles, the predetermined position is decided for each of the adjustment vehicles using the vehicle speed of each of the adjustment vehicles so that the time taken for the adjustment vehicle to move from the predetermined position of the travel lane to the exit is predetermined time or more.

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