Server and charging control method

Abstract

A server and a charging control method are provided. The server controls a vehicle group comprising multiple vehicles configured to be electrically connected to an external power source. The server includes a selection unit that selects multiple target vehicles from the vehicle group before the start of a predetermined adjustment period and a charging control unit. During the adjustment period, the charging control unit controls at least one of the multiple target vehicles so that the total charging power of the energy storage devices of each of the multiple target vehicles electrically connected to the external power source follows a target value, and advances the charging start time of the energy storage device of the first vehicle among the multiple target vehicles whose charging end time is scheduled during the adjustment period.

Description

Technical Field

[0001] This disclosure relates to servers and charging control methods. Background Technology

[0002] In recent years, it has become known that power operators (hereinafter referred to as "aggregators") manage multiple distributed energy resources (hereinafter also referred to as "DERs") to provide energy management services. For example, Japanese Patent Application Publication No. 2020-156149 discloses a technology by which an aggregator operates electrical equipment according to an operational plan. The charging and discharging performance of electrical equipment may vary depending on the environment (e.g., temperature). Therefore, in Japanese Patent Application Publication No. 2020-156149, the aggregator obtains the charging and discharging performance of the electrical equipment that has been corrected based on environmental information. Summary of the Invention

[0003] xEVs (e.g., electric vehicles) capable of storing electricity supplied from outside the vehicle can function as external power source regulators (e.g., regulators that balance power supply and demand). Therefore, for example, by remotely controlling the xEV through a server belonging to an integrator, the xEV's built-in energy storage device can be used for external power regulation. However, depending on the xEV's condition, sometimes the server cannot perform the aforementioned external power regulation via the xEV. For example, an xEV not electrically connected to an external power source does not function as an external power source regulator. Furthermore, in xEVs with scheduled charging, the energy storage device is charged according to the scheduled charging schedule. During scheduled charging, xEVs do not perform external power regulation. On the other hand, if the server completely cancels the scheduled charging by the xEV to use the xEV's built-in energy storage device for external power regulation, this would significantly impair the convenience for vehicle users.

[0004] This disclosure provides a server and a charging control method for power regulation that can appropriately utilize the vehicle's energy storage device to an external power source without unduly compromising the convenience of the vehicle user.

[0005] The first technical solution of this disclosure relates to a server configured to control a group of vehicles, including multiple vehicles configured to be electrically connected to an external power source. Each vehicle in the group is equipped with an energy storage device. The server includes: a selection unit that selects multiple target vehicles from the group of vehicles before the start of a predetermined adjustment period; and a charging control unit. The charging control unit is configured to control at least one of the multiple target vehicles during the adjustment period, such that the total charging power of the energy storage devices of each of the multiple target vehicles electrically connected to the external power source follows a target value. Furthermore, the charging control unit is configured to advance the charging start time of the energy storage device of the first vehicle among the multiple target vehicles whose charging end time is scheduled during the adjustment period.

[0006] The aforementioned server can perform power adjustment (hereinafter referred to as "power adjustment") by selecting multiple target vehicles before the start of the adjustment period and controlling at least one of those target vehicles during the adjustment period. The selection unit can select either a portion of the vehicles in the vehicle group or all of the vehicles in the vehicle group. Furthermore, the server is configured to advance the charging start time of the battery storage device of the first vehicle among the selected multiple target vehicles (i.e., the vehicle whose charging end time has been reserved during the adjustment period). With this configuration, the functions and effects described below can be achieved.

[0007] Vehicles that have made charging reservations undergo scheduled charging. Scheduled charging is charging according to the charging schedule reserved by the vehicle. The first vehicle mentioned above undergoes scheduled charging during the adjustment period. Scheduled charging performed by the target vehicle during the adjustment period is not for power adjustment and therefore constitutes interference for power adjustment. The impact of such interference can be offset by suppressing charging and / or discharging the energy storage devices in other target vehicles. However, when the total charging power of scheduled charging during the adjustment period exceeds the level (permissible level) that can be adjusted by other target vehicles, the accuracy of power adjustment (following the target value) is prone to decrease. Therefore, the server advances the start time of scheduled charging in the first vehicle, ensuring that the scheduled charging of the first vehicle completes earlier than the reserved end time. As a result, the period during which the first vehicle performs scheduled charging during the adjustment period is shortened, and the decrease in the accuracy of power adjustment is suppressed.

[0008] The scheduled charging end time for a vehicle usually corresponds to its scheduled departure time. If charging completion is delayed to allow for power adjustments, it could result in charging not being completed by the time the vehicle departs, significantly impacting user convenience. Conversely, if charging is completed earlier to allow for power adjustments, it will be finished by the time the vehicle departs, thus minimizing potential user inconvenience.

[0009] As explained above, with a server having the above-described configuration, the vehicle's power storage device can be appropriately used for external power supply adjustment without unduly compromising the convenience of the vehicle user.

[0010] In addition, the external power source can also be a power grid that supplies electricity to a predetermined area (e.g., a microgrid, or a large-scale power grid provided as infrastructure). The external power source can also be a smart grid. The aforementioned external power sources can supply either AC or DC power. Power regulation can be either frequency control or supply-demand balance regulation.

[0011] In the first technical solution described above, the charging control unit may also advance the charging start time of the energy storage device equipped in the first vehicle, so that charging is completed before the start of the adjustment period.

[0012] Based on the above configuration, the timed charging of the first vehicle can be completed before the adjustment period begins. This reduces interference with the power adjustment process.

[0013] In the first technical solution described above, the selection unit may also be configured to select multiple target vehicles from the vehicle group one day before or the day before the adjustment period. The charging control unit may also be configured to: identify a first vehicle from the multiple target vehicles before the start of the adjustment period, advance the charging start time of the energy storage device equipped on the first vehicle, and then, during the adjustment period, sequentially receive target values ​​arbitrarily requested within a pre-set power range.

[0014] The earlier the target vehicle is selected relative to the adjustment period, the higher the likelihood that the user will change the charging schedule before the adjustment period begins. Therefore, even if a target vehicle is selected while avoiding the first vehicle, it may still become the first vehicle because the charging schedule reserved for that vehicle has been changed. In this regard, the server described above can reduce interference with power adjustment by advancing the start time of the scheduled charging for the first vehicle before the adjustment period begins. Furthermore, the server can perform power adjustment of the external power source by controlling the target vehicle according to the target values ​​received sequentially during the adjustment period.

[0015] In the first technical solution described above, each vehicle in the vehicle group can also be configured to be able to schedule the charging end time and the target SOC. The charging control unit can also be configured to: for a target vehicle for which the charging end time and target SOC have been scheduled, obtain the charging start time when the SOC of the energy storage device equipped in that target vehicle reaches the target SOC at the charging end time.

[0016] Based on the above configuration, the charging control unit can easily use the aforementioned charging start time to identify a target vehicle (e.g., at least one of vehicles 1 to 7 described later) from a plurality of target vehicles. The charging control unit can also determine the charging start time based on the charging end time obtained from the vehicle and the target SOC. Alternatively, the charging control unit can obtain the aforementioned charging start time determined from the vehicle. Furthermore, SOC (State of Charge) represents the remaining charge of the energy storage device, for example, expressed as 0 to 100% as the ratio of the current charge capacity to the charge capacity at full charge.

[0017] In the first technical solution described above, the charging control unit may also be configured to: identify a second vehicle from among multiple target vehicles, wherein the second vehicle is a vehicle whose charging start time is after the end of the adjustment period and which was electrically connected to an external power source before the start of the adjustment period. The charging control unit may also be configured to: during the adjustment period, execute charging control of the energy storage device equipped in the second vehicle, so that the total charging power of the energy storage devices equipped in each of the multiple target vehicles follows a target value.

[0018] The aforementioned charging control unit uses the battery storage device equipped in the second vehicle to perform power adjustment during the adjustment period. Even after the second vehicle begins timed charging after the adjustment period, it can charge the battery storage device to the target SOC. Therefore, it is believed that even if power adjustment is performed as described above, the convenience for users of the second vehicle will not be significantly impaired.

[0019] In the first technical solution described above, the charging control unit may also be configured to: identify a third vehicle from among multiple target vehicles, wherein the third vehicle is a vehicle whose charging end time is after the end of the adjustment period, and which is electrically connected to an external power source before the start of the adjustment period and after the start time of charging. The charging control unit may also be configured to: ensure that charging of the energy storage device equipped in the third vehicle continues from the time the third vehicle is electrically connected to the external power source until the charging end time.

[0020] In the third vehicle, it is assumed that even if the charging of the storage device continues throughout the entire adjustment period, the SOC of the storage device will not reach the target SOC before the scheduled end time of charging. However, according to the above configuration, charging of the storage device of the third vehicle begins immediately when the third vehicle is electrically connected to an external power source, thus making it easier to bring the SOC of the storage device close to the target SOC at the end time of charging.

[0021] In the first technical solution described above, the charging control unit may also be configured to: identify a fourth vehicle from among multiple target vehicles, wherein the fourth vehicle is a vehicle whose charging start time is within the adjustment period and which has been electrically connected to an external power source before the start of the adjustment period. The charging control unit may also be configured to: ensure that the charging of the energy storage device equipped in the fourth vehicle continues from the time the fourth vehicle is electrically connected to the external power source until the start time of the adjustment period.

[0022] The server immediately begins charging the fourth vehicle's battery storage device when the fourth vehicle is electrically connected to an external power source. This facilitates bringing the battery storage device's State of Charge (SOC) at the scheduled end time of charging close to the target SOC. Furthermore, the server can perform power adjustment using the battery storage device of the fourth vehicle during the adjustment period. Based on this configuration, it is easy to perform power adjustment using the battery storage device of the fourth vehicle during the adjustment period while simultaneously bringing the battery storage device's SOC at the end time of charging close to the target SOC.

[0023] In the first technical solution described above, the charging control unit may also be configured to: identify a fifth vehicle from among multiple target vehicles, wherein the fifth vehicle is a vehicle whose charging start time is after the end of the adjustment period and which was electrically connected to an external power source during the adjustment period. The charging control unit may also be configured to: execute charging control of the energy storage device of the fifth vehicle during the adjustment period, so that the total charging power of the energy storage devices of each of the multiple target vehicles follows a target value.

[0024] The aforementioned charging control unit uses the battery storage device equipped in the fifth vehicle to perform power adjustment during the adjustment period. Even after the fifth vehicle begins timed charging after the adjustment period, it can charge the battery storage device to the target SOC. Therefore, it is believed that even if power adjustment is performed as described above, the convenience for users of the fifth vehicle will not be significantly impaired.

[0025] In the first technical solution described above, the charging control unit may also be configured to identify a sixth vehicle from among multiple target vehicles, wherein the sixth vehicle is a vehicle that has been electrically connected to an external power source during the adjustment period and after the charging start time. The charging control unit may also be configured to immediately begin charging the energy storage device of the sixth vehicle when it is electrically connected to an external power source.

[0026] According to the above configuration, when the sixth vehicle is electrically connected to an external power source, charging of the sixth vehicle's energy storage device begins immediately. Therefore, it is easy to make the state of charge (SOC) of the energy storage device at the end of charging of the sixth vehicle approach the target SOC.

[0027] In the first technical solution described above, the charging control unit may also be configured to: identify a seventh vehicle from among multiple target vehicles, wherein the seventh vehicle is a vehicle that was electrically connected to an external power source before the start of charging during the adjustment period and after the start of the adjustment period. The charging control unit may also be configured to: execute charging control of the energy storage device of the seventh vehicle during the period from the moment the seventh vehicle is electrically connected to the external power source until the start of charging, so that the total charging power of the energy storage devices of each of the multiple target vehicles follows a target value.

[0028] During the period from when the server connects to the external power source of the seventh vehicle to the charging start time of the seventh vehicle, it uses the energy storage device of the seventh vehicle to perform power regulation. If the seventh vehicle starts timed charging at the charging start time, it can charge the energy storage device to the target SOC. Therefore, it is believed that even if the energy storage device of the seventh vehicle is used for power regulation as described above, it will not significantly impair the convenience of the user of the seventh vehicle.

[0029] In the first technical solution described above, the selection unit may also be configured to: preferentially select vehicles that have scheduled timed charging as target vehicles.

[0030] In vehicles without scheduled charging (e.g., those involving a charging end time and target SOC), there is a tendency to charge the battery via instant charging or manual operation by the user. Instant charging begins immediately upon electrical connection to an external power source. Users of such vehicles are unlikely to desire server-based remote control of the vehicle. Based on this configuration, vehicles with scheduled charging are prioritized, thus mitigating the potential for reduced convenience for vehicle users.

[0031] In the first technical solution described above, the server may also include a prediction unit configured to predict the movement of each vehicle in the vehicle group. The selection unit may also be configured to use the movement prediction results of the prediction unit to preferentially select vehicles that are predicted to maintain an electrical connection with an external power source throughout the entire adjustment period as target vehicles.

[0032] Vehicles not electrically connected to an external power source (e.g., vehicles in motion) do not function as external power adjustment devices. Therefore, before selecting target vehicles from the vehicle group, the server predicts the movement schedule of each vehicle in the group. Furthermore, the server prioritizes selecting vehicles predicted to maintain electrical connection to an external power source throughout the adjustment period as target vehicles. This easily ensures that vehicles (energy storage devices) can be used for power adjustment.

[0033] The second technical solution disclosed herein relates to a charging control method comprising: selecting multiple target vehicles from a vehicle group before the start of a predetermined adjustment period; advancing the charging start time of the energy storage device of the selected multiple target vehicles that has a scheduled charging end time during the adjustment period; and controlling at least one of the multiple target vehicles during the adjustment period so that the total charging power of the energy storage device of each of the multiple target vehicles electrically connected to an external power source follows a target value.

[0034] Similar to the aforementioned server, the charging control method described above can also appropriately utilize the vehicle's energy storage device for external power supply adjustment without excessively compromising the convenience of vehicle users.

[0035] According to the various technical solutions disclosed herein, the vehicle's energy storage device can be appropriately used for power regulation from an external power source without unduly compromising the convenience of the vehicle user. Attached Figure Description

[0036] The features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, wherein like reference numerals denote like elements, and wherein:

[0037] Figure 1This is a diagram illustrating the general configuration of the management system involved in the embodiments of this disclosure.

[0038] Figure 2 It means Figure 1 The diagram shows the composition of the vehicle and EVSE.

[0039] Figure 3 This is a diagram showing the overview of the third-level adjustment capability -2.

[0040] Figure 4 It means by Figure 1 The flowchart shown illustrates the processes involved in market transactions executed by the server.

[0041] Figure 5 This diagram is used to illustrate vehicles 1 through 4.

[0042] Figure 6 It means by Figure 1 The flowchart shown illustrates the process involved in the first vehicle identification performed by the server.

[0043] Figure 7 This diagram illustrates the process by which the server advances the charging start time of the battery storage device in the first vehicle in the charging control method according to embodiments of this disclosure.

[0044] Figure 8 This diagram illustrates the process of changing the timed charging schedule reserved by the fourth vehicle in the charging control method according to an embodiment of this disclosure.

[0045] Figure 9 This diagram is used to illustrate vehicles 5 through 7.

[0046] Figure 10 It means by Figure 1 The flowchart shown illustrates the process involved in the second vehicle identification performed by the server.

[0047] Figure 11 It means by Figure 1 The flowchart shown illustrates the processes involved in power adjustment of the external power supply performed by the server.

[0048] Figure 12 This is a flowchart representing the processes involved in timed charging performed by a vehicle that has been scheduled for timed charging. Detailed Implementation

[0049] The embodiments of this disclosure will be described in detail with reference to the accompanying drawings. In the drawings, the same or equivalent parts are labeled with the same reference numerals and their descriptions are not repeated.

[0050] Figure 1This is a diagram illustrating the general configuration of a management system according to embodiments of this disclosure. (Refer to...) Figure 1 The management system involved in this implementation includes a vehicle group 1, an EVSE group 2, a server 700, and a management device 1000. The management device 1000 includes servers 200 and 500. EVSE stands for Electric Vehicle Supply Equipment.

[0051] Servers 200, 500, and 700 are, for example, computers equipped with an HMI (Human Machine Interface) and communication I / F (interface). Each computer has a processor and storage devices. In addition to the program executed by the processor, the storage devices also store information used in the program (such as mappings, formulas, and various parameters). The HMI includes input devices and display devices. The HMI can also be a touch panel display.

[0052] A power system PG is a power grid constructed from transmission and distribution equipment. Multiple power plants are connected to the power system PG. The power system PG receives power from these power plants. In this embodiment, a power company maintains and manages the power system PG (commercial power source). The power company is equivalent to a TSO (System Operator). The power system PG supplies AC power (e.g., three-phase AC power). Server 700 is equivalent to a computer belonging to the TSO. Server 700 integrates an intermediate supply system (a system of a central power supply command center) and a simplified command system. The power system PG involved in this embodiment is equivalent to an example of the "external power source" involved in this disclosure.

[0053] Server 500 communicates periodically with each vehicle in vehicle group 1. In this embodiment, each vehicle in vehicle group 1 is an xEV (electric vehicle) configured to operate as an adjustment capability of the electric power system PG. Each vehicle in vehicle group 1 is, for example, a privately owned vehicle (POV). The number of vehicles in vehicle group 1 can be 5 or more but less than 30, 30 or more but less than 100, or more than 100. In this embodiment, vehicle group 1 is assumed to include approximately 50 vehicles. Vehicle group 1 includes a configuration described later (see [reference]). Figure 2 Vehicle 100 in vehicle group 1. The composition of vehicle 100 in vehicle group 1 may be the same as or different from that of other vehicles.

[0054] EVSE group 2 includes multiple EVSEs that receive power from the power system PG. Server 200 communicates with each EVSE as needed. EVSE group 2 includes a configuration described later (see reference). Figure 2The EVSE300 is an example of a EVSE. EVSE group 2 can also include various types of EVSEs (e.g., standard chargers and fast chargers). EVSE group 2 can also include both public EVSEs (e.g., EVSEs installed in commercial facilities, car dealerships, or highway parking areas) and non-public EVSEs (e.g., home EVSEs). The number of EVSEs included in EVSE group 2 is arbitrary.

[0055] The management device 1000, server 700, vehicles included in vehicle group 1, and EVSEs included in EVSE group 2 are configured to communicate with each other via communication network NW. Server 700 communicates with server 200 via communication network NW. In management device 1000, server 200 and server 500 are configured to communicate with each other. Communication network NW is, for example, a wide area network constructed from the Internet and wireless base stations. Each vehicle is configured to access and connect to communication network NW wirelessly. Each EVSE is connected to communication network NW, for example, via a communication line. Furthermore, the communication method is not limited to the above and can be appropriately modified. For example, each EVSE can also connect to communication network NW wirelessly.

[0056] Figure 2 This is a diagram showing the configuration of vehicle 100 and EVSE300. (Refer to...) Figure 2 The EVSE300 is configured to receive power from the power system PG for power supply. The EVSE300 has a built-in power circuit 310 and a charging cable 320. The power circuit 310 is electrically connected to the power system PG. The charging cable 320 has a connector 320a (plug) at its front end and internally includes communication lines and power lines. Alternatively, a single cable can serve as both a communication line and a power line. The power circuit 310 converts the power supplied from the power system PG into power suitable for supplying the vehicle 100 and outputs the converted power to the charging cable 320. Power supplied by the EVSE300 is output from the connector 320a.

[0057] Vehicle 100 has an access port 60 for attaching and detaching connector 320a. When vehicle 100 is parked, the vehicle is connected to the access port 60 via connector 320a of charging cable 320, which is connected to the main body of EVSE 300, and vehicle 100 is electrically connected to the power system PG via EVSE 300 (hereinafter also referred to as "plugged-in state"). On the other hand, for example, during vehicle 100 operation, vehicle 100 is not electrically connected to each EVSE 300 and the power system PG (hereinafter also referred to as "plugged-out state"). Furthermore, in Figure 2Only the input 60 corresponding to the power supply method of EVSE300 is shown, but the vehicle 100 may also have multiple inputs to support multiple power supply methods (such as AC and DC).

[0058] The vehicle 100 also includes a battery 11, an SMR (System Main Relay) 12, a MG (Motor Generator) 20, a PCU (Power Control Unit) 22, and an electronic control unit (hereinafter referred to as "ECU (Electronic Control Unit)") 150. The ECU 150 is configured to include a processor 151, RAM (Random Access Memory) 152, and a storage device 153. The ECU 150 can also be a computer. The processor 151 can also be a CPU (Central Processing Unit). The RAM 152 functions as a working memory that temporarily stores data processed by the processor 151. The storage device 153 is configured to store stored information. In addition to the program, the storage device 153 also stores information used in the program (e.g., mappings, formulas, and various parameters). In this embodiment, the processor 151 executes the program stored in the storage device 153, thereby performing various controls in the ECU 150 (e.g., charging control of the battery 11).

[0059] Battery 11 stores electricity for the vehicle 100 to operate. The vehicle 100 is configured to operate using the electricity stored in battery 11. The vehicle 100 in this embodiment is a battery electric vehicle (BEV) without an engine (internal combustion engine). As the battery 11, well-known vehicle energy storage devices (e.g., liquid secondary batteries, solid-state secondary batteries, or battery packs) can be used. Examples of vehicle secondary batteries include lithium-ion batteries and nickel-metal hydride batteries. The battery 11 in this embodiment corresponds to an example of the "energy storage device" disclosed herein.

[0060] The vehicle 100 also includes a monitoring module 11a for monitoring the state of the battery 11. The monitoring module 11a includes various sensors that detect the state of the battery 11 (e.g., voltage, current, and temperature) and outputs the detection results to the ECU 150. The monitoring module 11a may also include, in addition to the aforementioned sensor functions, a BMS (Battery Management System) with functions such as SOC (State of Charge) estimation, SOH (State of Health) estimation, cell voltage equalization, diagnostic functions, and communication functions. The ECU 150 can obtain the state of the battery 11 (e.g., temperature, current, voltage, SOC, and internal resistance) based on the output of the monitoring module 11a.

[0061] The vehicle 100 also includes a charger 61 (on-board charger) and a charging relay 62. The charger 61 and charging relay 62 are each located between the input port 60 and the battery 11. The charger 61 and charging relay 62 are each controlled by the ECU 150. In this embodiment, a charging cable including the input port 60, charger 61, and charging relay 62 is connected between the SMR 12 and the PCU 22. However, this is not a limitation; a charging cable may also be connected between the battery 11 and the SMR 12.

[0062] Charger 61 uses power (e.g., AC power) input from outside the vehicle to inlet 60 to charge battery 11. Charger 61 includes a power conversion circuit. The power conversion circuit may also be configured to perform AC (alternating current) / DC (direct current) conversion. The power conversion circuit may also include at least one of a PFC (Power Factor Correction) circuit, an inverter, an insulation circuit (e.g., an isolation transformer), and a rectifier circuit. Charging relay 62 switches the connection / disconnection of the circuit from inlet 60 to battery 11. Vehicle 100 also includes a monitoring module 61a that monitors the status of charger 61. Monitoring module 61a includes various sensors (e.g., current sensors and voltage sensors) that detect the status of charger 61 (e.g., charging power) and outputs the detection results to ECU 150.

[0063] In the vehicle 100 with the plug inserted, external charging (i.e., charging of the battery 11 using power from outside the vehicle) is possible. The vehicle 100 can adjust the power of the electrical system PG via external charging. For example, power for external charging is supplied from the electrical system PG to the interface 60 via the charging cable 320 of the EVSE300. When external charging is performed, the charging relay 62 is in a closed state (connected state); when external charging is not performed, the charging relay 62 is in an open state (disconnected state).

[0064] MG20 is, for example, a three-phase AC electric generator. MG20 functions as the driving motor for vehicle 100. Driven by PCU22, MG20 rotates the drive wheels of vehicle 100. Additionally, MG20 performs regenerative power generation, outputting the generated electricity to battery 11. Vehicle 100 also includes a motor sensor 21 that monitors the status of MG20. Motor sensor 21 includes various sensors that detect the status of MG20 (e.g., current sensor, voltage sensor, and temperature sensor), and outputs the detection results to ECU150. Furthermore, the number of driving motors in vehicle 100 is arbitrary; it can be one, two, or more than three. The driving motor can also be an impeller motor.

[0065] PCU22 uses power supplied from battery 11 to drive MG20. SMR12 switches the connection / disconnection of the circuit from battery 11 to PCU22. PCU22 is configured, for example, to include an inverter and a converter. SMR12 and PCU22 are each controlled by ECU150. SMR12 is set to the closed state (connected state) when vehicle 100 is in motion. In addition, SMR12 is also set to the closed state when power is exchanged between battery 11 and inlet 60 (and thus outside the vehicle).

[0066] ECU 150 is configured to schedule the end time of charging and the target SOC (State of Charge) for timed charging. ECU 150, having scheduled the end time of charging and the target SOC, performs timed charging. Scheduled charging by the vehicle means that timed charging has been scheduled by the vehicle. Timed charging is charging according to the scheduled charging schedule. Specifically, during timed charging of vehicle 100, ECU 150 performs charging control of battery 11 (control by charger 61) so that the SOC of battery 11 reaches the target SOC at the scheduled end time of charging.

[0067] The vehicles in vehicle group 1 are configured to accept and execute scheduled charging reservations from users. Each vehicle in vehicle group 1 sends charging reservation information to server 500. The charging reservation information indicates whether a vehicle has reserved scheduled charging. Furthermore, the charging reservation information further indicates the scheduled charging end time and target SOC. Each vehicle in vehicle group 1 can also send charging reservation information to server 500 when it has reserved scheduled charging. In this embodiment, vehicles in vehicle group 1 that have reserved scheduled charging are allowed remote control of their energy storage devices by server 200. On the other hand, vehicles in vehicle group 1 that have not reserved scheduled charging are not allowed remote control of their energy storage devices by server 200. However, the conditions for allowing remote control are not limited to the above and can be appropriately modified.

[0068] The vehicle 100 also includes an HMI 81, a navigation system (hereinafter also referred to as "NAVI") 82, and a communication device 90. The battery 11 also supplies power directly or indirectly to these devices (auxiliary equipment).

[0069] The HMI81 includes an input device and a display device. The HMI81 may also include a touch panel display. The HMI81 may also accept scheduled charging. The HMI81 may also include an instrument panel and / or a head-up display. The HMI81 may also include a smart speaker that accepts voice input.

[0070] The NAVI82 is configured to include a touch panel display, a GPS (Global Positioning System) module, and a storage device (none shown). The storage device stores map information. The touch panel display accepts input from users inside the vehicle and displays maps and other information. The GPS module is configured to receive signals from GPS satellites (not shown) (hereinafter referred to as "GPS signals"). The NAVI82 uses GPS signals to detect the location of vehicle 100. The NAVI82 is configured to display the location of vehicle 100 on a map in real time. The NAVI82 refers to map information to perform path retrieval to find the best route (e.g., the shortest route) from the current location of vehicle 100 to a destination. The NAVI82 can also update map information periodically via OTA (Over-The-Air).

[0071] The communication device 90 is configured to include various communication I / Fs. The ECU 150 communicates with devices outside the vehicle 100 via the communication device 90. The communication device 90 includes a wireless communication unit (e.g., a DCM (Data Communication Module)) capable of accessing a communication network NW. The wireless communication unit may also include communication I / Fs supporting 5G or 6G (5th or 6th generation mobile communication systems). The vehicle 100 wirelessly communicates with servers 200 and 500, for example, in both a plug-in state and a plug-out state. In this embodiment, the vehicle 100 receives instructions or notifications from servers 200 and 500, respectively, via the aforementioned wireless communication unit. However, this is not a limitation; the vehicle 100 may also perform wired communication with servers 200 and 500, respectively, via EVSE 300, in the plug-in state.

[0072] The mobile terminal UT is a terminal carried by a user of vehicle 100. In this embodiment, a smartphone with a touch panel display is used as the mobile terminal UT. The smartphone has a built-in computer. The communication device 90 includes a communication I / F for direct communication with the mobile terminal UT located inside or around vehicle 100. The communication device 90 and the mobile terminal UT can also perform short-range communication such as wireless LAN (Local Area Network), NFC (Near Field Communication), or Bluetooth (registered trademark). Furthermore, any mobile terminal can be used as the mobile terminal UT, including laptops, tablets, wearable devices (such as smartwatches or smart glasses), or electronic keys. Additionally, any communication method can be used for communication between vehicle 100 and the mobile terminal UT.

[0073] The mobile terminal UT is pre-registered with servers 200 and 500, and is configured to communicate wirelessly with servers 200 and 500. A predetermined application software (hereinafter referred to as the "mobile application") is installed on the mobile terminal UT. Servers 200 and 500 are configured to perform predetermined authentication before initiating communication with the mobile terminal, and only communicate with mobile terminals that have been successfully authenticated. This prevents abnormal communication by mobile terminals not registered with servers 200 and 500. The user of vehicle 100 can initiate communication with servers 200 and 500 by inputting predetermined authentication information (information for successful authentication) into the mobile terminal UT. Furthermore, by registering predetermined authentication information in the mobile application, the input of the authentication information can be omitted. The mobile terminal UT can exchange information with servers 200 and 500 through the mobile application.

[0074] In this embodiment, the mobile terminal UT is equipped with a location sensor. The location sensor may also be a GPS-enabled sensor. The mobile terminal UT periodically or upon request from the server 500 sends information indicating the user's location (hereinafter also referred to as "user location information") to the server 500.

[0075] The vehicle system, including the ECU 150 (the system that controls the vehicle 100), is switched on (operated) / off (stopped) via a user-operated start switch 70. The start switch 70 is located, for example, inside the vehicle 100. When the start switch 70 is turned on, the vehicle system starts. Conversely, when the vehicle system is operating, the vehicle system stops when the start switch 70 is turned off. However, turning off the start switch 70 is prohibited while the vehicle 100 is in motion. Generally, the vehicle's start switch is referred to as a "power switch" or "ignition switch," etc.

[0076] Refer again Figure 1 Server 200 is equivalent to a computer belonging to an integrator. An integrator is an electricity company that manages multiple DERs (Distributed Energy Resources) to provide energy management services. Server 200 is configured to control vehicle group 1. Each vehicle in vehicle group 1 has an energy storage device configured to connect to the power system PG (External Power Source) and function as an DER. Server 200 can also remotely and comprehensively control multiple DERs (e.g., the vehicles in vehicle group 1), thereby enabling these DERs to function as VPPs (Virtual Power Plants). Furthermore, server 500 can belong to either an integrator or an automobile manufacturer.

[0077] Server 200 can also implement Demand Response (DR) for each DER in order to perform integrated control of multiple DERs as VPPs. The DR requests power adjustments from the power system PGs to the DERs. Server 200 can also use DR to enable multiple DERs (e.g., the vehicles included in vehicle group 1) to perform power adjustments for power system PGs requested by server 700 or for power system PGs that have won bids in the electricity market.

[0078] By participating in DR (Power Adjustment) through DER, flexibility and academia can be provided for the power system PG. The DER administrator participating in DR (e.g., vehicle user) is allowed remote control of server 200. When remote control of DER by server 200 is permitted, server 200 can remotely control DER to perform charging or discharging for power adjustment of the power system PG. For example, in vehicle 100, ECU 150 controls charger 61 according to instructions from server 200. However, even if server 200 sends instructions to DER, if the DER for power adjustment is not ready, DER cannot perform remotely controlled power adjustment.

[0079] The types of power adjustments performed by the DER (Demand Regulator) are arbitrary. Power adjustments can include, for example, supply and demand regulation, power stabilization, load following, and frequency regulation. The DER can also operate remotely as a regulating or reserve capability of the power system's PG (Power Generation Unit). Furthermore, DR (Demand Reduction) is broadly divided into increasing DR and decreasing DR. Increasing DR is essentially a DR that requests an increase in demand. However, when the DER receiving the request is a generating unit, increasing DR sometimes also requests supply suppression from the DER. On the other hand, decreasing DR is a DR that requests demand suppression or reverse power flow.

[0080] In this embodiment, the server 200 includes a selection unit 210, a charging control unit 220, and a prediction unit 230. These units are embodied, for example, by a processor and a program executed by the processor. However, it is not limited to this; the aforementioned units may also be embodied by dedicated hardware (electronic circuitry).

[0081] Selection unit 210 is configured to select multiple target vehicles from vehicle group 1 before the start of a predetermined adjustment period. The adjustment period can be either a period specified by server 700 or a period agreed upon in the electricity market. The period agreed upon in the electricity market is generally also referred to as the "supply period". In addition, the length of the supply period is generally also referred to as the "duration period".

[0082] The charging control unit 220 is configured to control at least one of the multiple target vehicles during the adjustment period, so that the total charging power of the energy storage devices of the multiple target vehicles that are electrically connected to the power system PG follows the target value.

[0083] The prediction unit 230 is configured to predict the movement of each vehicle included in the vehicle group 1. Details will be described later, but the selection unit 210 uses the movement prediction results from the prediction unit 230 to select multiple target vehicles from the vehicle group 1. The prediction unit 230 obtains information for movement prediction from the server 500 and performs the movement prediction.

[0084] Server 500 maintains information related to each vehicle included in vehicle group 1 (hereinafter also referred to as "vehicle information"). Vehicle information is stored in the storage device of server 500 and is updated periodically. Server 500 communicates with each vehicle included in vehicle group 1 periodically, receiving vehicle information from each vehicle sequentially. Furthermore, server 500 updates the vehicle information in its storage device based on the latest received vehicle information. Vehicle information is distinguished by vehicle ID (vehicle identification information). Vehicle information includes, for example, charging location, specifications of the EVSE located at the charging location, user location information (vehicle user's location), vehicle location information, onboard battery SOC, system connection status (plug-in / plug-out), charging reservation information, vehicle system status (on / off), information set in the navigation system (e.g., driving route to the destination), historical data related to vehicle movement (e.g., data on daily vehicle movement associated with vehicle location and time), and historical data related to vehicle user actions. In addition, where specifications differ by vehicle, the specifications of each vehicle (e.g., specifications related to charging) can also be pre-registered on server 500.

[0085] Figure 2 The charging location for vehicle 100 can also be the vehicle user's own home (e.g., the installation location of EVSE300). In this embodiment, during vehicle 100 operation, the location of vehicle 100 and the SOC of battery 11 are each sent from vehicle 100 to server 500 in real time. Additionally, when the timing for switching between plug-in and plug-out states in vehicle 100 is changed, the latest system connection status is sent from vehicle 100 to server 500. Furthermore, when the timing for switching vehicle system on / off is changed in vehicle 100, the latest vehicle system status is sent from vehicle 100 to server 500. Additionally, when a destination is set in NAVI82, the driving route retrieved via NAVI82 is sent from vehicle 100 to server 500.

[0086] Server 200 can obtain the aforementioned vehicle information from server 500. For example, server 500 can send vehicle information to server 200 upon request. Additionally, server 500 can periodically send vehicle information to server 200.

[0087] The prediction unit 230 of server 200 can also presume that the vehicle is in a parked state when the vehicle system switches from on to off. The prediction unit 230 can also presume that the vehicle is at the user's home or workplace if the vehicle remains parked for a predetermined time or longer. The prediction unit 230 can also determine whether the user is riding in the vehicle based on the vehicle's location information and the user's location information. The prediction unit 230 can also use the user's location information to track the user's location after they get off the vehicle and predict the user's future actions. The prediction unit 230 can also predict the user's schedule based on historical data related to the user's actions (e.g., weather information, traffic congestion information, and past location data managed differently based on the day of the week). The prediction unit 230 can also predict that the vehicle will depart after a predetermined time when the vehicle system switches from off to on. The prediction unit 230 can also obtain a travel plan from information set in the navigation system. Examples of travel plans include the departure point, departure time from the departure point, destination, arrival time at the destination, and the route to the destination. The prediction unit 230 can also use the vehicle's location information to track the vehicle's location while predicting the vehicle's arrival time at its destination and the remaining battery level upon arrival. The prediction unit 230 can also predict the vehicle's movement schedule based on historical data related to the vehicle's movement (such as weather information, traffic congestion information, and past location data managed differently according to the day of the week).

[0088] On the day of the adjustment period, the charging control unit 220 determines whether the preparation for power adjustment is complete for each target vehicle based on the vehicle information received from the server 500. Hereinafter, the target vehicles for which preparation for power adjustment is complete will also be referred to as "standby vehicles".

[0089] When the target vehicle meets predetermined requirements (hereinafter also referred to as "standby requirements"), the charging control unit 220 determines that the target vehicle is ready for power adjustment. The standby requirements in this embodiment include the target vehicle being plugged in at a predetermined charging location (e.g., the charging location indicated by the aforementioned vehicle information). For example, ... Figure 2 As shown, the charging cable 320a, which is connected to the main body of the EVSE300 located at a predetermined charging location, is connected to the access port 60 of the vehicle 100, and the vehicle 100 is in a plug-in state, thus meeting the standby requirements. The vehicle 100 in the plug-in state is electrically connected to the power system PG.

[0090] The following describes the processing performed by server 200 to enable vehicle group 1 to act as an adjustment capability of a power system PG that has won a bid in the electricity market. Hereinafter, as an example of an adjustment capability that has won a bid in the electricity market, the tertiary adjustment force-2 will be described.

[0091] Figure 3 This is a diagram showing an overview of the third-level adjustment capability -2. (See reference...) Figure 3 The Level 3 Adjustment Capability-2 is an adjustment capability used for the Feed-in Tariff (FIT) exception system, traded in the supply and demand adjustment market. In the supply and demand adjustment market, electricity is traded as a commodity. Commodities are sold, for example, through bidding. Level 3 Adjustment Capability-2 is equivalent to "RR-FIT" (Replacement Reserve for Feed-in Tariff), with a response time of no more than 45 minutes and a duration of 3 hours (6 blocks). In the supply and demand adjustment market, Level 3 Adjustment Capability-2 transactions are conducted for each of the eight blocks that divide a day into 3-hour units.

[0092] Under the FIT special regime, the TSO assumes responsibility for imbalances in the generation plan. The TSO forecasts renewable energy output two days in advance of the target block (during the adjustment period) and determines the generation plan value. Furthermore, the TSO allocates Level 3 adjustment capacity – 2 – two days before the target block to eliminate forecast errors in renewable energy (forecast errors from two days prior). Additionally, renewable energy refers to renewable energy (RE).

[0093] Integrators bid in the supply and demand adjustment market from 12:00 to 14:00 the day before the target block (adjustment period). Specifically, integrators use server 200 to send bidding information to the supply and demand adjustment market system, including the commodity (e.g., Level 3 adjustment capacity - 2), the block (any one of the 8 blocks), the bid quantity (ΔkW), the identification information (vehicle ID) of the target vehicle, and the charging location of the target vehicle. The results are notified to bidders at 15:00 on the bidding day. When a bid is successful, an agreement is established. The agreed quantity of ΔkW is equivalent to the winning bid quantity.

[0094] In the supply and demand adjustment market, the successful bidder (the successful bidder) who wins the bid for Level 3 adjustment capacity-2 adjusts the power supply within a range of the bid amount (hereinafter also referred to as the "bid range") set relative to the benchmark value (kW). In this embodiment, the integrator bids for Level 3 adjustment capacity-2 on the charging side. And, the integrator becomes the successful bidder. The successful bidder registers the benchmark value in the supply and demand adjustment market system before a predetermined time t0 (e.g., one hour before the start time of the target block of the successful bid). Time t0 corresponds to the deadline for submitting the benchmark value. In this embodiment, the benchmark value on the charging side is registered. The server 200 belonging to the successful bidder adjusts the power supply within the target block of the successful bid (e.g., Figure 3 During the adjustment period t1 to t2 shown, the server 700 successively receives the target value (e.g., within the bid-winning range) requested by the server 700. Figure 3 The charging command value L1 is shown. Furthermore, during the adjustment period t1 to t2, the charging control unit 220 of the server 200 controls at least one of the multiple target vehicles to ensure that the total charging power (e.g., the total charging power of the energy storage devices of each of the multiple target vehicles electrically connected to the power system PG (external power source) is increased. Figure 3 The charging power value L2 shown follows the target value. The difference between the reference value (kW) and the charging power value L2 (kW) is equivalent to the adjustment capability (ΔkW) of the power system PG provided by multiple target vehicles.

[0095] Specifically, if the charging command value L1 is changed during the adjustment period t1 to t2, the charging control unit 220 changes the charging power value L2 to that value within the response time (45 minutes) of the product requirement. If the charging command value L1 remains the same during the adjustment period t1 to t2, the charging control unit 220 controls the charging power value L2 according to the command at least for the duration of the product requirement. After the adjustment period t1 to t2 ends, the server 200 sends the actual data (charging power value L2) of the adjustment period t1 to t2 to the server 700 (TSO's server). The TSO confirms the situation that the successful bidder maintains the ability to provide the agreed amount of ΔkW (the amount won in the bid) during the adjustment period t1 to t2 and that the successful bidder adjusts the power according to the charging command value L1 within the scope of the bid (actual response performance). If, in the case that the product requirements are deemed unsuitable by at least one of the evaluations of whether or not the agreed quantity of ΔkW can be provided (Evaluation I) and the evaluation of the actual performance of the response (Evaluation II), a predetermined penalty shall be imposed on the successful bidder.

[0096] Figure 4This is a flowchart illustrating the processes involved in market transactions executed by server 200. The processes shown in the 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, weather information (including forecasts), and historical demand records of vehicle group 1, and execute the bidding at that suitable timing. Figure 4 The process is shown below. In the following, each step in the flowchart will be referred to simply as "S".

[0097] and Figure 1 as well as Figure 2 Refer to together Figure 4 In S11, the forecasting unit 230 obtains the commodities involved in the bidding (types of power adjustments), the adjustment period (target blocks), and the bidding quantity (ΔkW). This information can also be entered into the server 200 by the integrator via the HMI.

[0098] Next, in S12, the prediction unit 230 obtains vehicle information of each vehicle included in vehicle group 1 from server 500, and uses the obtained vehicle information to predict the future movement of each vehicle included in vehicle group 1. Specifically, the prediction unit 230 uses at least one of the vehicle's position and SOC shift, the vehicle's driving plan, and historical data related to the vehicle's movement to predict the future movement of the vehicle. Furthermore, the prediction unit 230 predicts, for each vehicle included in vehicle group 1, to become vehicle 1 to vehicle 7 (described later) based on the adjustment period obtained in S11. Figure 5 and Figure 9 Which of the following? Furthermore, for vehicles predicted not to have scheduled charging before the start of the adjustment period, they are predicted not to be any of the vehicles from vehicle 1 to vehicle 7. The prediction unit 230 may also use historical data related to the vehicle user's actions to predict the vehicle user's actions (e.g., whether to schedule charging).

[0099] Next, in S13, the selection unit 210 uses the movement prediction results from the prediction unit 230 to select multiple target vehicles for which it will perform the power adjustment involved in the bid (i.e., the power adjustment of the power system PG according to the conditions obtained in S11). Specifically, the selection unit 210 selects vehicles from vehicle group 1 in the following priority order (the order of the 2nd vehicle, the 5th vehicle, the 4th vehicle, and the 7th vehicle), sends information related to the power adjustment involved in the bid (e.g., the adjustment period and the compensation provided to the vehicle user as consideration for the power adjustment) to the user terminal of that vehicle, and requests a reply from the user who agrees to participate in the power adjustment. The vehicle is confirmed as a target vehicle by the user's reply to the request. In this way, the selection unit 210 selects a sufficient number of target vehicles from vehicle group 1 for power adjustment. Alternatively, the selection unit 210 may select target vehicles corresponding to an adjustment capacity larger than the bid amount (the adjustment capacity obtained by adding a margin to the bid amount), so that even if some of the selected target vehicles are excluded from the power adjustment, the power adjustment can still be completed by the remaining target vehicles. The margin for adjustment capabilities can also be updated through learning. Furthermore, the user terminal that receives notifications (reply requests) from server 200 can be mounted on a vehicle terminal (e.g., Figure 2 The HMI81 or NAVI82 shown can also be a terminal carried by the vehicle user (e.g., Figure 2 The mobile terminal UT shown is similar. The same can be said about the user terminal in S16, which will be described later.

[0100] Selection unit 210 preferentially selects the vehicle predicted in S12 to become the second vehicle. Figure 5 The second vehicle is defined as a vehicle that is scheduled for charging before the start of the adjustment period and remains plugged in (electrically connected to the power system PG) throughout the adjustment period. If sufficient adjustment capacity cannot be ensured solely by selecting a vehicle predicted to be the second vehicle, the selection unit 210 selects a vehicle predicted to be the fifth vehicle. Figure 9 ) vehicles. Even so, if the number of target vehicles is still insufficient, selection unit 210 will predict that it will become the 4th vehicle ( Figure 5 The vehicle selected is the target vehicle. Furthermore, the selection unit 210 can also select the vehicle predicted to be the 7th vehicle. Figure 9 The vehicle selected is the target vehicle. However, this is not the only option; the method for selecting target vehicles can be modified as appropriate. The priority criteria for selecting target vehicles can also be arbitrarily set by the integrator.

[0101] Next, in S14, server 200 submits a bid. Specifically, charging control unit 220 sends bidding information to the supply and demand adjustment market system. The bidding information includes the information obtained in S11 (product, adjustment period, and bid quantity). Furthermore, the bidding information includes the identification information (vehicle ID) and charging location of each target vehicle determined in S13. The charging location can be determined based on coordinate values ​​(latitude and longitude) or based on the identification information (meter ID) of the fuel gauge installed at the charging location. Server 200 can also obtain information related to each target vehicle from server 500.

[0102] Next, in S15, the charging control unit 220 determines whether the tendered product (e.g., third-level adjustment capability -2) has been won. If the tender was not won (S15: No), Figure 4 The series of processes shown here has ended. On the other hand, if the bid has been won (S15: Yes), the process proceeds to S16.

[0103] In S16, the charging control unit 220 notifies the server 700 of the aforementioned bidding information, which includes information related to the winning bid product. As a result, a list pattern is notified to the server 700, representing the resources (target vehicle) for power adjustment corresponding to the winning bid product.

[0104] Furthermore, in S16, the charging control unit 220 notifies the user terminals of each target vehicle of the adjustment period (start time and end time), and requests the vehicle users to set their vehicles to a scheduled charging state. User terminals of target vehicles that have not scheduled charging can also display an input screen for accepting scheduled charging reservations. Thus, the server 200 is configured to: conduct bidding for adjustment capacity in the electricity market (S14), and notify multiple target vehicles selected from vehicle group 1 to act as if they have agreed on adjustment capacity in the electricity market (S16). In the following, it will be explained through... Figure 4 The adjustment period for processing bids and for goods that have won bids is referred to as the "agreement period." In this embodiment, the third-level adjustment capability upon winning the bid is -2. That is, the agreement period is equivalent to... Figure 3 The adjustment period shown is t1 to t2.

[0105] In the server 200 involved in this embodiment, the charging control unit 220 charges multiple target vehicles (more specifically, via...) before the start of the agreed period. Figure 4 The process shown identifies vehicles 1 through 4 from among multiple target vehicles selected during the agreed period. In the following explanation, for clarity, it is assumed that each target vehicle has... Figure 2 The configuration shown is the same as that of vehicle 100.

[0106] The charging control unit 220 is configured to, for a vehicle for which a scheduled charging time has been reserved, obtain a charging start time (hereinafter referred to as "Ts") that satisfies both the reserved charging end time (hereinafter referred to as "Te") and the target SOC. Ts is equivalent to the charging start time at which the SOC of the battery 11 (energy storage device) in the vehicle reaches the target SOC at the charging end time. The charging control unit 220 may also use the charging specifications of the vehicle (e.g., rated charging power) and the specifications of the EVSE installed at the charging location (e.g., rated charging power) to calculate Ts corresponding to the Te reserved by the vehicle and the target SOC.

[0107] Figure 5 This diagram is used to illustrate vehicles 1 through 4. (Refer to...) Figure 5 Vehicle 1 is the vehicle that reserved Te during the agreed period (t1~t2). Vehicle 2 is the vehicle that was electrically connected to the power system PG after Ts (the end time of the agreed period, t2) and before T1 (the start time of the agreed period). Vehicle 3 is the vehicle that was electrically connected to the power system PG after Te (the end time of the agreed period, t2) and before Ts (the start time of the agreed period, t1). Figure 5 The line L31 in the middle indicates the progression of SOC according to the scheduled charging schedule reserved by the third vehicle. Figure 5 Line L32 in the diagram represents the state of charge (SOC) shift when the third vehicle performs immediate charging. The fourth vehicle is the vehicle that was electrically connected to the power system PG within the agreed period (t1~t2) and before the start time (t1) of the agreed period.

[0108] Figure 6 This is a flowchart illustrating the process involved in the first vehicle identification performed by server 200. The process shown in this flowchart is performed on a per-vehicle basis. In this embodiment, when the per-vehicle is in a plugged-in state before the start of the agreed period, the following description begins for that per-vehicle (i.e., the per-vehicle that is electrically connected to the power system PG before the start of the agreed period). Figure 6 The series of processes shown.

[0109] and Figure 1 as well as Figure 2 Refer to together Figure 6In S20, the charging control unit 220 obtains information (vehicle information) related to the target vehicle from the server 500 and performs vehicle identification based on the obtained vehicle information. Specifically, the charging control unit 220 first determines whether the target vehicle has reserved timed charging based on the charging reservation information. Regarding the target vehicle that has reserved timed charging, the charging control unit 220 calculates Ts using the charging reservation information (Te and target SOC) and charging specifications, and uses the calculated Ts to determine whether it belongs to any of the vehicles from vehicle 1 to vehicle 4. Furthermore, information indicating the identification result (hereinafter also referred to as "first identification information") is stored in the storage device of the server 200 in association with the vehicle ID of the target vehicle. The first identification information indicates whether the target vehicle has reserved timed charging. Further, the first identification information indicates the distinction of the vehicle to which the target vehicle belongs ("vehicle 1", "vehicle 2", "vehicle 3", "vehicle 4" or "other"). "Other" means that the target vehicle does not belong to any of the vehicles from vehicle 1 to vehicle 4.

[0110] Then, in steps S21, S22, S23, and S24, the charging control unit 220 determines whether the target vehicle belongs to vehicle 1, vehicle 2, vehicle 3, and vehicle 4, respectively.

[0111] If the target vehicle is the first vehicle (S21: Yes), the charging control unit 220 advances the charging start time of the battery 11 equipped in the target vehicle (the first vehicle) in S31. Figure 7 This is a diagram used to illustrate the processing of S31. (Refer to...) Figure 7 The charging control unit 220 essentially advances the charging start time of the battery 11 in the first vehicle, as indicated by line L21, so that charging is completed before the start of the agreed period. However, if the margin of time up to the start time (t1) of the agreed period is insufficient to complete charging before the start of the agreed period, the charging control unit 220 sets the current time as the charging start time of the battery 11 in the first vehicle, as indicated by line L22, to complete charging as early as possible. In this case, the first vehicle performs immediate charging of the battery 11. Through the aforementioned change in the charging start time, charging in the first vehicle is completed ahead of schedule. Charging in the first vehicle is completed only by timed charging. That is, the first vehicle is excluded from the power adjustment during the agreed period.

[0112] In S31 described above, server 200 (charging control unit 220) sends a signal requesting a change in the scheduled charging schedule (hereinafter also referred to as a "schedule change signal") to the target vehicle. The target vehicle changes its scheduled charging schedule (e.g., Ts and Te) according to the request from server 200 (schedule change signal). This performs a schedule change for the scheduled charging in the target vehicle (see reference...). Figure 7In S33 and S34, which are described later, the schedule change signal is also sent by server 200 to change the scheduled charging schedule of the target vehicle.

[0113] Again with Figure 1 as well as Figure 2 Refer to together Figure 6 If the target vehicle is the second vehicle (S21: No and S22: Yes), the charging control unit 220 does not change the scheduled charging time reserved by the target vehicle (the second vehicle) (S32) and ends the process. Figure 6 The series of processes shown.

[0114] If the target vehicle is the third vehicle (S21, S22: No, and S23: Yes), the charging control unit 220 modifies the scheduled charging time reserved by the target vehicle (the third vehicle) in S33 to enable immediate charging of the battery 11. That is, the current time is set as the charging start time. Thus, if the third vehicle... Figure 5 Line L32 indicates that immediate charging of battery 11 is performed. Timed charging of battery 11 in the third vehicle continues from the point of electrical connection between the vehicle and the power system PG until Te (without change). Timed charging of battery 11 is performed by the third vehicle throughout the agreed period. That is, the third vehicle is excluded from the power adjustment during the agreed period.

[0115] If the target vehicle is the fourth vehicle (S21-S23: No, and S24: Yes), the charging control unit 220 changes the scheduled charging time reserved by the target vehicle (the fourth vehicle) in S34. Figure 8 This is a diagram used to illustrate the processing of S34. (Refer to...) Figure 8 The charging control unit 220 modifies the charging schedule of the target vehicle so that the scheduled charging reserved by the fourth vehicle is divided into a first charging before the scheduled period and a second charging after the scheduled period. For the fourth vehicle, the current time and the start time (t1) of the scheduled period are set as the start and end times of the first charging. The first charging continues from the moment the fourth vehicle is electrically connected to the power system PG until the start time of the scheduled period. Additionally, the end time (t2) and Te (unchanged) of the scheduled period are set for the fourth vehicle as the start and end times of the second charging. The fourth vehicle performs immediate charging of battery 11 as the first charging. Furthermore, when the start time of the scheduled period arrives, the scheduled charging (first charging) temporarily ends. The fourth vehicle performs charging of battery 11 according to instructions (remote control) from the server 200 during the scheduled period, and when the scheduled period ends, the scheduled charging (second charging) restarts.

[0116] Again with Figure 1 as well as Figure 2 Refer to together Figure 6 If the target vehicle does not belong to any of the vehicles from vehicle 1 to vehicle 4 (and is marked "No" in all of S21 to S24), the process ends. Figure 6 The process is illustrated in the diagram. Vehicles not belonging to any of the four vehicles are classified as "Other" and are excluded from the scheduled power adjustment. For example, vehicles without scheduled charging (hereinafter also referred to as "unscheduled vehicles") are classified as "Other". Unscheduled vehicles perform immediate charging of battery 11 when the plug is inserted. Alternatively, unscheduled vehicles perform charging of battery 11 according to instructions from the user. The user can, for example, operate the mobile terminal UT to instruct the unscheduled vehicle to start charging.

[0117] In the server 200 of this embodiment, the charging control unit 220 identifies the 5th to 7th vehicles from a plurality of target vehicles within a predetermined period. Figure 9 This diagram is used to illustrate vehicles 5 through 7. (Refer to...) Figure 9 The fifth vehicle is one that connects to the power system PG after the end time (t2) of the agreed period (t1~t2) and during the period. The sixth vehicle connects to the power system PG after Ts within the agreed period (t1~t2). The seventh vehicle connects to the power system PG before Ts within the agreed period (t1~t2) and after the start time (t1) of the agreed period.

[0118] Figure 10 This is a flowchart illustrating the processing involved in the second vehicle identification performed by server 200. The processing shown in this flowchart is performed on a per-target vehicle basis. In this embodiment, when the target vehicle is in a plug-in state within a specified period, the following description begins regarding that target vehicle (i.e., the target vehicle that is electrically connected to the power system PG within the specified period). Figure 10 The series of processes shown.

[0119] and Figure 1 as well as Figure 2 Refer to together Figure 10In S60, the charging control unit 220 obtains information (vehicle information) related to the target vehicle from the server 500 and performs vehicle identification based on the obtained vehicle information. Specifically, the charging control unit 220 first determines whether the target vehicle has reserved timed charging based on the charging reservation information. Regarding the target vehicle that has reserved timed charging, the charging control unit 220 calculates Ts using the charging reservation information (Te and target SOC) and charging specifications, and uses the calculated Ts to determine whether it belongs to any of the vehicles from vehicle 5 to vehicle 7. Furthermore, information indicating the identification result (hereinafter also referred to as "second identification information") is stored in the storage device of the server 200 in association with the vehicle ID of the target vehicle. The second identification information indicates whether the target vehicle has reserved timed charging. Further, the second identification information indicates the distinction of the vehicle to which the target vehicle belongs ("vehicle 5", "vehicle 6", "vehicle 7" or "other"). "Other" means that the target vehicle does not belong to any of the vehicles from vehicle 5 to vehicle 7.

[0120] Then, in steps S61, S62, and S63, the charging control unit 220 determines whether the target vehicle belongs to vehicle 5, vehicle 6, or vehicle 7, respectively.

[0121] If the target vehicle is the 5th vehicle (S61: Yes), the charging control unit 220 begins remote control (see below) of the battery 11 equipped with the target vehicle (the 5th vehicle) in S71. Figure 11 ).

[0122] If the target vehicle is vehicle number 6 (S61: No, and S62: Yes), the charging control unit 220 changes the scheduled charging timetable reserved by the target vehicle (vehicle number 6) in S72 to enable immediate charging of battery 11. That is, the current time is set as the charging start time. Thus, vehicle number 6 performs immediate charging of battery 11. Scheduled charging in vehicle number 6 continues even after the scheduled period ends. That is, vehicle number 6 is excluded from the power adjustment during the scheduled period.

[0123] If the target vehicle is the 7th vehicle (S61, S62: No, and S63: Yes), the charging control unit 220 begins remote control (see below) of the battery 11 equipped with the target vehicle (the 7th vehicle) in S73. Figure 11 However, the time Ts reserved by the 7th vehicle is set as the end time of remote control of the 7th vehicle. The time Ts reserved by the 7th vehicle (the end time of remote control) is stored in the storage device of the server 200 in association with the vehicle ID of the 7th vehicle.

[0124] If the target vehicle does not belong to any of the vehicles from vehicle 5 to vehicle 7 (and is marked "No" in all of S61 to S63), then the process ends. Figure 10 The following series of processes are shown. Vehicles that do not belong to any of the 5th to 7th vehicles (e.g., vehicles without reservations) are classified as "Other" and are excluded from the power adjustment for the agreed period.

[0125] Figure 11 This is a flowchart illustrating the processes involved in power adjustment of the power system PG performed by server 200. The processes shown in this flowchart begin when the start time of the agreed-upon period (adjustment period) arrives.

[0126] and Figure 1 as well as Figure 2 Refer to together Figure 11 In S81, the charging control unit 220 obtains the target value for charging control (hereinafter referred to as "target value W1"). Specifically, within the agreed period, the server 700... Figure 3 The target value W1 is determined within the range of the winning bid amount shown (i.e., the winning bid range with the lower limit defined by the benchmark value and the upper limit defined by the winning bid amount), and the server 200 is required to make the total charging power W2 (S82) approach the target value W1. The server 700 sends a signal representing the target value W1 to the server 200 sequentially. The server 200 receives the target value W1 sequentially from the server 700. In S81, the charging control unit 220 obtains the latest target value W1.

[0127] Next, in S82, the charging control unit 220 obtains the total charging power (hereinafter referred to as "total charging power W2") of the batteries 11 of each of the multiple target vehicles electrically connected to the power system PG. The charging power of the batteries 11 of the target vehicles (more specifically, the charging power of the batteries 11 that use power supplied from the power system PG) can also be measured by a fuel gauge installed at the charging location and sent to the server 200. The fuel gauge installed at the charging location can be a smart meter installed at the power receiving point or a fuel gauge built into the EVSE. The total charging power W2 is equivalent to the sum of the charging power of all target vehicles measured by the fuel gauges installed at each charging location.

[0128] Next, in S83, the charging control unit 220 determines whether there is a seventh vehicle (hereinafter also referred to as "the seventh vehicle whose remote control end time (Ts) has not arrived") among the multiple target vehicles electrically connected to the power system PG. The "seventh vehicle" in S83 is equivalent to... Figure 10 The processing shown identifies the vehicle as belonging to "Vehicle No. 7".

[0129] If there is no 7th vehicle that has not yet reached Ts (S83: No), the charging control unit 220 designates the 2nd, 4th, and 5th vehicles as control objects in S84. Furthermore, if there is no 7th vehicle, it also determines "No" in S83.

[0130] On the other hand, if there is a 7th vehicle that has not reached Ts (S83: Yes), in S85, the charging control unit 220 includes the 7th vehicle that has not reached Ts as a control object in addition to the 2nd vehicle, 4th vehicle, and 5th vehicle.

[0131] After the controlled object is determined in S84 or S85, the charging control unit 220 then controls the controlled object in S86 to bring the total charging power W2 close to the target value W1. Specifically, based on the target value W1 and the total charging power W2, the charging control unit 220 determines the charging power allocated to the controlled object (hereinafter referred to as "required charging power") and sends a charging command indicating the required charging power to the controlled object. The charging control unit 220 determines the required charging power according to the controlled object and sends a charging command to each controlled object. The charging control unit 220 may also use at least one of the charging specifications of each controlled object, the current SOC, and charging reservation information to determine the required charging power for each controlled object. The ECU 150 of the controlled object that receives the charging command from the server 200 executes the charging control of the battery 11 according to the charging command. That is, the ECU 150 controls the charger 61 to bring the charging power of the battery 11 close to the required charging power. In addition, the charging control unit 220 may also determine the ON (execute) / OFF (stop) charging command according to the controlled object instead of the required charging power. The charging control unit 220 can also perform ON / OFF control of charging for each controlled object to make the total charging power W2 close to the target value W1.

[0132] As described above, in S86, remote control of each controlled object for power adjustment of the power system PG is performed by the charging control unit 220. Timed charging performed by a vehicle other than the controlled object during the agreed period (adjustment period) is not for power adjustment and therefore constitutes interference for power adjustment. The effect of such interference is offset by charging suppression (e.g., charging stop) of the battery 11 in the controlled object.

[0133] Next, in S87, the charging control unit 220 determines whether the end time of the agreed period has arrived. If the agreed period has not ended (S87: No), the process returns to the initial step (S81). During the agreed period, by repeatedly executing the processes of S81 to S86, the power of the power system PG is adjusted using the controlled object.

[0134] Furthermore, when the agreed period ends (S87: Yes), Figure 11 The series of processes shown has concluded. Alternatively, after the agreed-upon period ends, the integrator may reward the user of the vehicle (controlled object) for the power adjustment.

[0135] Figure 12 This is a flowchart illustrating the processes involved in scheduled charging performed on a vehicle that has been scheduled for charging (the vehicle with the scheduled charging). For example, when the vehicle with the scheduled charging is plugged in, the ECU 150 of that vehicle begins the process described below. Figure 12 The series of processes shown.

[0136] and Figure 1 as well as Figure 2 Refer to together Figure 12 In S91, ECU150 determines whether the target vehicle has received a charging command from server 200. Figure 11 (S86). If the vehicle does not receive a charging command (S91: No), ECU 150 determines in S92 whether battery 11 is charging. If battery 11 is not charging (S92: No), ECU 150 determines in S93 whether the charging start time (Ts) of the timed charging has passed. If Ts has arrived (S93: Yes), ECU 150 starts charging battery 11 (timed charging) in S94. Then, the process returns to the initial step (S91). Alternatively, if Ts has not arrived (S93: No), the process also returns to S91.

[0137] If battery 11 is charging (S92: Yes), ECU 150 determines in S95 whether the charging end time (Te) of the timed charging has passed. If Te has not arrived (S95: No), ECU 150 continues to perform timed charging in S96. During timed charging, charger 61 is controlled by ECU 150. On the other hand, if Te has arrived (S95: Yes), ECU 150 ends the charging of battery 11 (timed charging) in S97. The reservation for the completed timed charging (Te and target SOC) is cancelled.

[0138] If the vehicle receives a charging command (S91: Yes), ECU150 will switch from timed charging interruption to charging interruption in S98. Figure 11 The charging control (remote control) is shown by server 200. ECU 150 then determines in S99 whether the remote control has ended. And, when the remote control ends (S99: Yes), the process returns to the initial step (S91). Thus, timed charging restarts (S94).

[0139] Regarding vehicle 1 ( Figure 5 ),pass Figure 6 In the process shown, the charging start time of the timed charging is advanced (S31). Then, through... Figure 12 The process shown involves starting timed charging (S94) before the start of the agreed period (Ts) and continuing timed charging until Te arrives (S96). The first vehicle does not undergo power adjustment.

[0140] Regarding the second vehicle ( Figure 5 ),pass Figure 11 and Figure 12 The process shown executes charging control of battery 11 within a specified period so that the total charging power W2 follows the target value W1. Figure 12 S98 and Figure 11 (S86). Then, through Figure 12 The process shown involves starting timed charging at Ts after the end of the agreed period (S94) and continuing timed charging until Te arrives (S96). The second vehicle performs power adjustments during the agreed period.

[0141] Regarding the third vehicle ( Figure 5 ),pass Figure 6 and Figure 12 The process executes instant charging. Figure 6 S33 and Figure 12 The S94 continues to be charged on a timed basis until the Te arrives. Figure 12 (S96). The third vehicle does not undergo electrical adjustments.

[0142] Regarding the 4th vehicle ( Figure 5 ),pass Figure 6 and Figure 12 The process shown performs instant charging. Figure 6 S34 and Figure 12 The S94 continues to charge at a set time until the start of the agreed period. Figure 12 (S96). During the agreed period, through Figure 11 The process shown executes the charging control of battery 11. Figure 12 S98 and Figure 11 (S86) so that the total charging power W2 follows the target value W1. And, when the agreed period ends, via... Figure 12 The process shown involves restarting the timed charging (S94) and continuing the timed charging until Te arrives (S96). The fourth vehicle performs power adjustments within the agreed period.

[0143] Regarding vehicle number 5 ( Figure 9 ),pass Figure 10 and Figure 12 The process shown involves performing charging control of battery 11 within the agreed period. Figure 10 S71 and Figure 11 (S86), so that the total charging power W2 follows the target value W1. Then, through Figure 12 The process shown involves starting timed charging at time Ts after the end of the agreed period (S94) and continuing timed charging until time Te arrives (S96). The fifth vehicle performs power adjustments within the agreed period.

[0144] Regarding vehicle number 6 Figure 9 ),pass Figure 10 and Figure 12 The process shown performs instant charging. Figure 10 S72 and Figure 12 The S94 continues to be charged on a timed basis until the Te arrives. Figure 12 (S96). The sixth vehicle does not undergo electrical adjustment.

[0145] Regarding vehicle number 7 ( Figure 9 ),pass Figure 10 and Figure 12 The process shown involves performing charging control on battery 11 during the period from when vehicle 7 becomes plugged in until Ts arrives, so that the total charging power W2 follows the target value W1. Figure 10 S73 and Figure 11 (S86). And, when Ts arrives, through Figure 12 The process shown begins with timed charging (S94), which continues until Te arrives (S96). The seventh vehicle performs power adjustments during the period from when it becomes plugged in until Ts arrives.

[0146] As explained above, the charging control method involved in this embodiment includes Figure 4 , Figure 6 ,as well as Figures 10-12 The processing shown.

[0147] Before the start of the scheduled adjustment period (agreed period), server 200... Figure 4 In S13, select multiple object vehicles from vehicle group 1. Figure 6 In S31, server 200 advances the charging start time of the energy storage device of the first vehicle (the vehicle whose charging end time was reserved during the adjustment period) among the selected multiple target vehicles. Figure 11 In S86, during the adjustment period, server 200 controls the controlled object (at least one of multiple object vehicles) so that the total charging power W2 of the energy storage devices of the multiple object vehicles electrically connected to the power system PG (external power source) follows the target value W1.

[0148] As described above, by ensuring that the timed charging of the first vehicle is completed earlier than the scheduled end time of charging, the period during which the first vehicle performs timed charging during the adjustment period is shortened, thereby suppressing the decrease in the accuracy of power adjustment. According to the above charging control method, the vehicle's energy storage device can be appropriately used for power adjustment from an external power source without unduly compromising the convenience of the vehicle user.

[0149] Figure 4 , Figure 6 as well as Figures 10-12 The respective processing methods can be modified appropriately. For example, the decision processing for the target vehicle (especially referring to...) Figure 4 The selected priority order in S13 can also be changed. For example, the selection unit 210 can prioritize vehicles that have scheduled timed charging as target vehicles. Alternatively, the selection unit 210 can use the movement prediction results from the prediction unit 230 to prioritize vehicles predicted to maintain electrical connection with an external power source throughout the adjustment period. Furthermore, the charging control in the seventh vehicle (especially referring to...) Figure 10 The S73 can also be modified to switch to remote control after the SOC of the battery device rises to a predetermined value via instant charging (local control). Additionally, the timed charging control for each vehicle (especially referring to...) Figure 12 S95) can also be changed even if the scheduled end time of charging (Te) arrives and the SOC of the energy storage device has not reached the target SOC, so that the charging of the energy storage device continues until the SOC of the energy storage device reaches the target SOC.

[0150] The vehicle classification method is not limited to the aforementioned "Vehicle 1" to "Vehicle 7" and "Others", and can be changed appropriately. For example, the distinction between classifications can be reduced.

[0151] The power system PG (external power source) is not limited to a large-scale AC grid provided by a power company; it can be a microgrid or a DC (direct current) grid. Furthermore, the composition of the management system is not limited to... Figure 1 The configuration is shown. Alternatively, another server (e.g., a higher-level integrator server) can be placed between server 700 and server 200. Server 200 can also communicate with server 700 via another server. Alternatively, the functionality of server 500 can be installed on server 200, omitting server 500. Server 200 can also directly communicate wirelessly with vehicle group 1. In the above embodiment, the locally deployed (on-premises) server ( Figure 1The servers 200 and 500 shown function as computers for managing vehicle group 1. However, they are not limited to this; the functions of servers 200 and 500 (especially those related to vehicle group management) can also be installed in the cloud via cloud computing. The management device 1000 may also belong to another power operator (such as TSO) instead of the integrator.

[0152] The composition of a vehicle is not limited to the aforementioned composition (see reference). Figure 2 The vehicle can also replace charger 61 and function as both a charging and discharging circuit. The inlet 60 can also function as both a charging port and a discharging port. The vehicle can also replace EVSE and output power discharged from the on-board battery to an external power source via a discharge connector. The on-board battery can also be replaceable. The vehicle can also be an xEV (PHEV, FCEV, range extender EV, etc.) other than a BEV.

[0153] The number of wheels is not limited to four; it can be three or more. The vehicle can also be configured for contactless charging. It can also be equipped with solar panels. The vehicle can be configured for autonomous driving or even flight capabilities. The vehicle is not limited to passenger cars; it can also be a bus or truck. The vehicle can also be a MaaS (Mobility as a Service) vehicle, managed by a MaaS provider. The vehicle can also be capable of operating autonomously (e.g., driverless taxis, automated guided vehicles (AGVs), or agricultural machinery). The vehicle can also be a small, driverless or single-occupancy BEV (e.g., a miniature cargo van).

[0154] The embodiments disclosed herein should be considered illustrative in all respects and not restrictive. The scope of the invention is defined not by the description of the embodiments above, but by the claims, which are intended to include all modifications within the meaning and scope equivalent to the claims.

Claims

1. A server for controlling a group of vehicles comprising multiple vehicles configured to be electrically connected to an external power source, the server being characterized in that, Each vehicle in the vehicle group is equipped with an energy storage device. The server has the following features: The selection unit selects multiple target vehicles from the vehicle group before the start of a predetermined adjustment period; and Charging control unit, The charging control unit is configured to control at least one of the plurality of target vehicles during the adjustment period, such that the total charging power of the energy storage devices of each of the plurality of target vehicles electrically connected to the external power source follows a target value. The charging control unit is configured to advance the charging start time of the energy storage device of the first vehicle, one of the plurality of target vehicles, whose charging end time was scheduled during the adjustment period. The selection unit is configured to select the plurality of target vehicles from the vehicle group on the day before or the day before the adjustment period. The charging control unit is configured to: identify the first vehicle from the plurality of target vehicles before the start of the adjustment period, advance the charging start time of the energy storage device equipped in the first vehicle, and then, during the adjustment period, sequentially receive the target value arbitrarily requested within a preset power range.

2. The server according to claim 1, characterized in that, The charging control unit advances the charging start time of the energy storage device equipped in the first vehicle so that charging is completed before the start of the adjustment period.

3. The server according to claim 1, characterized in that, The vehicles in the vehicle fleet are configured to be able to schedule the end time of charging and the target SOC. The charging control unit is configured to: for the target vehicle that has reserved the charging end time and the target SOC, obtain the charging start time when the SOC of the energy storage device equipped in the target vehicle reaches the target SOC at the charging end time.

4. The server according to claim 3, characterized in that, The charging control unit identifies a second vehicle from the plurality of target vehicles. The second vehicle is a vehicle whose charging start time is after the end of the adjustment period and before the start of the adjustment period, and which was electrically connected to the external power source. During the adjustment period, the charging control unit performs charging control of the energy storage device provided by the second vehicle so that the total charging power follows the target value.

5. The server according to claim 3, characterized in that, The charging control unit identifies a third vehicle from the plurality of target vehicles. The third vehicle is a vehicle that was electrically connected to the external power source after the adjustment period ended, before the adjustment period began, and after the charging start time. The charging control unit ensures that the charging of the energy storage device in the third vehicle continues from the moment the third vehicle is electrically connected to the external power source until the charging ends.

6. The server according to any one of claims 3 to 5, characterized in that, The charging control unit identifies a fourth vehicle from the plurality of target vehicles. The fourth vehicle is a vehicle whose charging start time is within the adjustment period and which was electrically connected to the external power source before the start of the adjustment period. The charging control unit causes the charging of the energy storage device of the fourth vehicle to continue from the moment the fourth vehicle is electrically connected to the external power source until the start of the adjustment period.

7. The server according to any one of claims 3 to 5, characterized in that, The charging control unit identifies a fifth vehicle from the plurality of target vehicles. The fifth vehicle is the vehicle whose charging start time is after the end of the adjustment period and which was electrically connected to the external power source during the adjustment period. During the adjustment period, the charging control unit performs charging control of the energy storage device of the fifth vehicle so that the total charging power follows the target value.

8. The server according to any one of claims 3 to 5, characterized in that, The charging control unit identifies a sixth vehicle from the plurality of target vehicles. The sixth vehicle is the vehicle that was electrically connected to the external power source during the adjustment period and after the charging start time. When the sixth vehicle is electrically connected to the external power source, the charging control unit immediately begins charging the energy storage device of the sixth vehicle.

9. The server according to any one of claims 3 to 5, characterized in that, The charging control unit identifies a seventh vehicle from the plurality of target vehicles. The seventh vehicle is the vehicle that was electrically connected to the external power source before the charging start time during the adjustment period and after the start of the adjustment period. During the period from the moment the seventh vehicle is electrically connected to the external power source until the charging start time arrives, the charging control unit performs charging control of the energy storage device provided by the seventh vehicle, so that the total charging power follows the target value.

10. The server according to any one of claims 1 to 5, characterized in that, The selection unit prioritizes vehicles that have scheduled timed charging as the target vehicles.

11. The server according to any one of claims 1 to 5, characterized in that, The server also includes a prediction unit configured to predict the movement of each vehicle in the vehicle group. The selection unit uses the movement prediction results of the prediction unit to preferentially select vehicles that are predicted to maintain an electrical connection with the external power source throughout the entire adjustment period as the target vehicles.

12. A charging control method, characterized in that, include: Select multiple target vehicles from the vehicle group before the scheduled adjustment period begins; The charging start time of the energy storage device of the first vehicle among the selected multiple target vehicles, whose charging end time was scheduled during the adjustment period, is advanced. During the adjustment period, at least one of the plurality of target vehicles is controlled so that the total charging power of the energy storage devices of each of the plurality of target vehicles that are electrically connected to an external power source follows the target value. Select the plurality of target vehicles from the vehicle group on the day before or the day before the adjustment period; as well as Before the adjustment period begins, the first vehicle is identified from the plurality of target vehicles, and the charging start time of the energy storage device of the first vehicle is advanced. Then, during the adjustment period, the target value arbitrarily requested within a preset power range is received sequentially.

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