Management system, vehicle, and power storage device management method

Abstract

To provide a power storage device installed in a vehicle in which excessive deviation of a power storage amount in the power storage device from a plan is suppressed while charging and / or discharging not scheduled in the plan is allowed.SOLUTION: A management system includes a management device for managing a power storage device installed in a vehicle. The management device is configured to provide an instruction to the vehicle to charge the power storage device in accordance with a charging plan indicating a charging schedule in a plan period. The management device is configured to obtain a power storing plan of the power storage device for the plan period. The power storing plan includes at least one plan data set indicating a combination of a time within the plan period and a planned value of the power storage amount of the power storage device at the time. The management device is configured to change the charging plan when the power storage amount of the power storage device deviates from the power storage plan beyond an allowable range.SELECTED DRAWING: Figure 5

Description

[Technical Field]

[0001] The present disclosure relates to a management system, a vehicle, and a method for managing a power storage device. [Background technology]

[0002] Japanese Patent Laid-Open Publication No. 2023-102198 (Patent Document 1) discloses a server device that creates a charge / discharge plan for a power storage device (battery) installed in a vehicle and causes the vehicle to execute the created charge / discharge plan. The server device creates the charge / discharge plan taking into account the power demand within the community (a predetermined amount of power consumption due to the power load). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2023-102198 Summary of the Invention [Problem to be solved by the invention]

[0004] With respect to a power storage device mounted on a vehicle, charging or discharging that is not scheduled in the charging / discharging plan may be performed. For example, in a vehicle, power from the power storage device may be used in response to a discharge request from a user (e.g., a request to operate an air conditioner) or a discharge request based on a predetermined vehicle control (e.g., temperature adjustment control of the power storage device). In addition, the user may plan to use power from the power storage device, for example, for running the vehicle or for air conditioning, after the charging plan is completed.

[0005] The technology described in Patent Document 1 is based on the premise that a vehicle charges and discharges the power storage device (battery) according to a charge and discharge plan. Therefore, if charging and / or discharging that is not scheduled in the charge and discharge plan is performed, it may be difficult to execute the charge and discharge plan, or the amount of stored power in the power storage device may be excessive or insufficient. Therefore, it may be possible to prohibit charging and discharging that is not scheduled in the charge and discharge plan. However, such a configuration may result in a problem of reduced user convenience.

[0006] The present disclosure has been made to solve the above-mentioned problems, and its purpose is to provide a management system, a vehicle, and a management method for a storage device that can prevent the amount of stored electricity in the storage device from deviating significantly from the plan while allowing charging and / or discharging of the storage device mounted on the vehicle that is not scheduled in the plan. [Means for solving the problem]

[0007] According to a first aspect of the present disclosure, there is provided the following management system.

[0008] (Item 1) The management system includes a management device that manages a power storage device mounted on a vehicle. The management device is configured to instruct the vehicle to charge the power storage device in accordance with a charging plan that indicates a charging schedule for a planning period. The management device is configured to acquire a power storage plan for the power storage device for the planning period. The power storage plan includes at least one piece of plan data that indicates a combination of a time within the planning period and a planned value of the amount of power stored in the power storage device at that time. The management device is configured to change the charging plan when the amount of power stored in the power storage device deviates from the power storage plan beyond an allowable range.

[0009] In the management system, when the amount of stored electricity in the electricity storage device deviates from the electricity storage plan beyond an allowable range due to, for example, charging and / or discharging of the electricity storage device in a vehicle that is not scheduled in the plan, the charging plan is changed, thereby preventing the amount of stored electricity in the electricity storage device from deviating significantly from the plan.

[0010] The charging schedule may be information indicating the transition of charging power or information indicating the timing of charging on (start) / off (stop). The amount of stored power may be expressed by SOC (State Of Charge), by the amount of electric energy (kWh), or by other parameters such as the vehicle's cruising range.

[0011] (2) In the management system described in 1, at least one plan data of the energy storage plan includes first plan data indicating a combination of a start time of a planning period and a planned value of the energy storage amount of the energy storage device at that start time, and second plan data indicating a combination of an end time of the planning period and a planned value of the energy storage amount of the energy storage device at that end time.

[0012] According to the power storage plan including the first plan data and the second plan data, it becomes easier to manage the amount of power storage within the plan period. Note that the management device may determine the amount of power storage of the first plan data based on a measurement value of the amount of power stored in the power storage device when the vehicle is connected to an external power supply facility. The management device may determine the amount of power storage of the second plan data based on an input from a user of the vehicle.

[0013] (Item 3) In the management system described in item 2, the management device is configured to use at least one of the first planning data and the second planning data to obtain planning data for a time after the start time of the planning period and before the end time of the planning period.

[0014] According to the above configuration, the management device can more efficiently create a power storage plan.

[0015] (4) In the management system according to any one of paragraphs 1 to 3, the vehicle is configured to, when receiving a discharge request for the power storage device within a planning period, discharge the power storage device in response to the discharge request while charging the power storage device according to the charging plan. The discharge request includes at least one of a discharge request from a user and a discharge request based on predetermined vehicle control.

[0016] The vehicle receives a discharge request while being charged according to the charging plan, which improves convenience for the vehicle user and reduces problems in the vehicle (for example, a shortened lifespan of the power storage device).

[0017] (Item 5) In the management system described in any one of Items 1 to 4, the management device is configured to determine the allowable range using the maximum amount of power that the vehicle can charge into the power storage device per unit period and the maximum amount of power that the vehicle can discharge from the power storage device per unit period.

[0018] According to the above configuration, the amount of stored power in the power storage device is prevented from deviating significantly (to the extent that it cannot be repaired) from the plan. The management device uses the tolerance range determined as above to manage the degree of deviation between the measured value of the amount of stored power and the planned value, thereby preventing the charging power and amount of stored power in the power storage device from deviating significantly from the charging plan and the power storage plan.

[0019] (Item 6) In the management system described in any one of Items 1 to 5, the management device is configured to acquire a measurement value of the amount of stored electricity in the electricity storage device when the vehicle is connected to an external power supply facility, and to acquire a charging plan and a power storage plan for the electricity storage device using the acquired measurement value of the amount of stored electricity.

[0020] When the vehicle is connected to the external power supply facility, it is highly likely that the charging preparation of the power storage device in the vehicle will be completed. Once the charging preparation is completed, the vehicle is less likely to use the power of the power storage device than before the charging preparation is completed. Therefore, with the above configuration, it is easier to obtain an appropriate charging plan and power storage plan.

[0021] (7) In the management system according to any one of paragraphs 1 to 6, the vehicle further includes a control device. When the management device instructs the vehicle to charge the power storage device in accordance with the charging plan, the vehicle is configured to set a charging schedule indicated by the charging plan in the control device. The control device is configured to execute charging control of the power storage device in accordance with the set charging schedule.

[0022] The vehicle can charge the power storage device in accordance with the charging plan based on the set charging schedule without receiving instructions from the management device during the planned period. With the above configuration, it is possible to charge the power storage device in accordance with the charging plan while reducing the frequency of communication between the vehicle and the management device.

[0023] (Item 8) In the management system described in any one of Items 1 to 7, the vehicle is configured to transmit power storage information indicating a measured value of the amount of power stored in the power storage device to the management device when a predetermined condition is met. When the management device receives the power storage information from the vehicle, it is configured to determine whether the amount of power stored in the power storage device deviates from the power storage plan beyond an allowable range, and if it is determined that the amount of power stored in the power storage device deviates, it is configured to change the charging plan based on the power storage information and the power storage plan.

[0024] As described above, by using the management device's receipt of power storage information from a vehicle as a trigger for determining the amount of power storage (determining whether the deviation between the measured value and the planned value of the amount of power storage is large), the management device can save the management device the trouble of monitoring the state of the vehicle. Furthermore, by the management device changing the charging plan based on the measured value of the amount of power storage and the power storage plan, the management device can more easily create future charging plans that reduce the deviation between the measured value of the amount of power storage and the planned value.

[0025] (Item 9) In the management system described in item 8, if the vehicle executes charging of the power storage device before the planned period, a predetermined condition is met when charging of the power storage device is completed. When the management device receives power storage information from the vehicle, the management device is configured to use the power storage information and the power storage plan to determine whether or not a deviation between a measured value of the amount of stored power when charging of the power storage device is completed and a planned value of the amount of stored power at the start time of the planned period exceeds an allowable range, and when it is determined that the deviation exceeds the allowable range, to change the charging plan based on the power storage information and the power storage plan.

[0026] According to the above configuration, when the amount of stored electricity in the electricity storage device deviates from the electricity storage plan beyond an allowable range due to charging before the planned period, it is possible to change the charging plan.

[0027] (Item 10) In the management system described in item 8 or 9, a predetermined condition is met when charging of the power storage device is stopped within a planned period. When the management device receives power storage information from the vehicle, the management device is configured to use the power storage information and the power storage plan to determine whether a deviation between a measured value of the power storage amount at the current time and a planned value of the power storage amount exceeds an allowable range, and when it is determined that the deviation exceeds the allowable range, to change the charging plan based on the power storage information and the power storage plan.

[0028] According to the above configuration, when the amount of stored electricity in the electricity storage device due to charging within the planned period exceeds an allowable range and deviates from the electricity storage plan, it is possible to change the charging plan.

[0029] (Item 11) In the management system described in any one of Items 1 to 10, the management device is configured to acquire a measurement value of the amount of stored energy in the energy storage device at a timing that is a predetermined time before the end time of the charging plan, and to extend the planning period of the charging plan if the acquired measurement value deviates from the energy storage plan beyond an acceptable range.

[0030] If the amount of stored electricity in the storage device deviates from the storage plan beyond the allowable range at a time a predetermined time before the end time of the charging plan, the management device can extend the planning period as described above, making it easier to bring the amount of stored electricity in the storage device closer to the planned value.

[0031] (Item 12) In the management system described in any one of Items 1 to 11, the management device is configured to instruct the vehicle to discharge the power storage device in accordance with a discharge plan that indicates a discharge schedule for a planned period. The management device is configured to acquire a power storage plan for the power storage device for the planned period of the discharge plan, and to change the discharge plan when the amount of stored power in the power storage device deviates from the acquired power storage plan beyond an allowable range.

[0032] According to the above configuration, even when a vehicle is caused to discharge a storage device in accordance with a discharge plan, just as when a vehicle is caused to charge a storage device in accordance with a charging plan, it is possible to prevent the amount of stored electricity in the storage device from deviating significantly from the plan while allowing charging and / or discharging of the storage device mounted on the vehicle that is not scheduled in the plan.

[0033] (Item 13) In the management system according to any one of Items 1 to 12, the management device is at least one computer on a cloud.

[0034] According to the above configuration, the management device is implemented on the cloud, which makes it easier for vehicles and users to access the management device.

[0035] According to a second aspect of the present disclosure, there is provided a vehicle as follows.

[0036] (Article 14) The vehicle includes a power storage device and a management device that manages the power storage device. The management device is configured to charge the power storage device in accordance with a charging plan that indicates a charging schedule for a planning period. The management device is configured to acquire a power storage plan for the power storage device for the planning period. The power storage plan includes at least one piece of planning data that indicates a combination of a time within the planning period and a planned value of the amount of power stored in the power storage device at that time. The management device is configured to change the charging plan when the amount of power stored in the power storage device deviates from the power storage plan beyond an allowable range.

[0037] According to the above configuration, the management device is installed in the vehicle, which allows the vehicle to perform the above-described management of the stored power amount in a stand-alone manner.

[0038] According to a third aspect of the present disclosure, there is provided a management method for a power storage device as follows.

[0039] (Item 15) The method for managing a power storage device is a method for managing a power storage device mounted on a vehicle, and includes instructing the vehicle to charge the power storage device in accordance with a charging plan that indicates a charging schedule for a planned period, and acquiring a power storage plan for the power storage device for the planned period. The power storage plan includes at least one piece of plan data that indicates a combination of a time within the planned period and a planned value of the amount of power stored in the power storage device at that time. The method further includes modifying the charging plan when a measured value of the amount of power stored in the power storage device deviates from the power storage plan by more than an allowable range, and instructing the vehicle to charge the power storage device in accordance with the modified charging plan.

[0040] As with the management system described above, the above method also makes it possible to prevent the amount of stored electricity in the energy storage device mounted on the vehicle from deviating significantly from the plan, while allowing charging and / or discharging that is not planned in the plan. [Effects of the Invention]

[0041] According to the present disclosure, it is possible to prevent the amount of stored electricity in a power storage device mounted on a vehicle from deviating significantly from the plan, while allowing charging and / or discharging that is not planned in the plan. [Brief explanation of the drawings]

[0042] [Figure 1] FIG. 1 is a diagram for explaining an overview of a management system according to an embodiment of the present disclosure. [Figure 2] 1 is a diagram illustrating an example of a configuration of a vehicle according to an embodiment of the present invention. [Figure 3] 5 is a flowchart showing a process executed when a vehicle is connected to an external power supply facility in a method for managing a power storage device according to the present embodiment. [Figure 4] 4 is a flowchart showing charge / discharge control of the power storage device according to the present embodiment. [Figure 5] 4 is a flowchart showing a process related to management of the power storage device according to the present embodiment. [Figure 6]FIG. 10 is a diagram for explaining an example of a power storage plan and an allowable range. [Figure 7] 10A and 10B are diagrams illustrating a first example and a second example regarding a change in a charging plan. [Figure 8] FIG. 10 is a diagram illustrating a third example of a change in a charging plan. [Figure 9] 10A and 10B are diagrams showing a first example and a second example of a change in a discharge plan. [Figure 10] FIG. 10 is a diagram showing a processing flow according to a first modified example. [Figure 11] FIG. 10 is a diagram showing a processing flow according to a second modified example. [Figure 12] FIG. 11 is a diagram showing a processing flow according to a third modified example. [Figure 13] FIG. 11 is a diagram showing a processing flow according to a fourth modified example. [Figure 14] FIG. 13 is a diagram showing a processing flow according to a fifth modified example. [Figure 15] FIG. 13 is a diagram showing a processing flow according to a sixth modified example. [Figure 16] FIG. 13 is a diagram illustrating a configuration of a management device according to a seventh modified example. [Figure 17] FIG. 13 is a diagram illustrating a configuration of a management device according to an eighth modified example. DETAILED DESCRIPTION OF THE INVENTION

[0043] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present disclosure will be described in detail with reference to the accompanying drawings. In the drawings, the same or corresponding parts are designated by the same reference numerals and the description thereof will not be repeated.

[0044] FIG. 1 is a diagram for explaining an overview of a power system and a management system according to this embodiment. Referring to FIG. 1, the power system includes a power grid PG and a plurality of EVSEs (e.g., EVSEs 800A, 800B, 800C, etc.). EVSE stands for electric vehicle supply equipment. In the example shown in FIG. 1, vehicles 10A, 10B, and 10C are connected to EVSEs 800A, 800B, and 800C, respectively. Vehicles 10A, 10B, and 10C are equipped with batteries 100A, 100B, and 100C, respectively. Each EVSE is electrically connected to the power grid PG. The power grid PG is a power network constructed by power transmission and distribution equipment. The power grid PG may include a transformer facility. The power grid PG may be connected to a power generation facility (not shown). In this embodiment, each EVSE is an AC power supply facility that outputs AC power. However, the present invention is not limited to this, and each EVSE may be a DC power supply facility that outputs DC power. Each EVSE may be a charger installed (fixed) in a home or may be a public charging station.

[0045] The management system includes a server 20. The server 20 includes a processor 21, a storage device 22, and a communication device 23. The server 20 is configured to manage a fleet of vehicles (e.g., vehicles 10A, 10B, 10C, etc.). More specifically, the server 20 manages the power storage devices installed in each vehicle. The server 20 communicates with each vehicle via the communication device 23. The communication between the server 20 and each vehicle may be wired or wireless. The server 20 may also communicate with the vehicles via an EVSE. The server 20 transmits instructions regarding battery charging and discharging to each vehicle. Hereinafter, charging and discharging are collectively referred to as "charging and discharging." Charging and discharging of a power storage device refers to the movement of electricity inside and outside the power storage device. Control of at least one of charging and discharging of a power storage device is also referred to as "charging and discharging control." Charging and discharging may be distinguished by changing the sign depending on the direction of the current (e.g., representing charging power as a positive value and discharging power as a negative value). This allows the charging power and the discharging power to be expressed by common parameters, which makes it easier to execute charging control and discharging control using a common algorithm.

[0046] Hereinafter, when there is no need to distinguish between the multiple vehicles and multiple batteries managed by the server 20, each vehicle will be referred to as a "vehicle 10" and each battery will be referred to as a "battery 100." Furthermore, when there is no need to distinguish between the multiple EVSEs connected to the power grid PG, each EVSE will be referred to as an "EVSE 800." The vehicle 10, the battery 100, and the EVSE 800 have the configuration shown in FIG. 2, which will be described below, for example. In this embodiment, the server 20, the vehicle 10, the battery 100, and the EVSE 800 correspond to examples of the "management device," "vehicle," "power storage device," and "power supply facility" according to the present disclosure, respectively.

[0047] Fig. 2 is a diagram illustrating an example of the configuration of a vehicle 10. Referring to Fig. 2, the vehicle 10 includes an inlet 11, an SPU (Smart Power Unit) 12, a charge / discharge relay 13, an SMR (System Main Relay) 14, a PCU (Power Control Unit) 15, an MG (Motor Generator) 16, an air conditioner 17, a battery 100, a heat medium circuit 200, a PV (Photovoltaic) device 410, a power conversion circuit 420, an ECU (Electronic Control Unit) 500, an HMI (Human Machine Interface) 600A, and a communication device 700. The ECU 500 corresponds to an example of a "control device" according to the present disclosure.

[0048] Vehicle 10 is configured to be able to run using power output from battery 100. Battery 100 may include a secondary battery such as a lithium ion battery, a nickel-metal hydride battery, or a sodium ion battery. The secondary battery type may be a liquid secondary battery or an all-solid-state secondary battery. A plurality of secondary batteries may form a battery pack. Other power storage devices (e.g., electric double layer capacitors) may be used instead of secondary batteries. Vehicle 10 is, for example, an electric vehicle (BEV) without an internal combustion engine. However, without being limited thereto, vehicle 10 may also be a PHEV (plug-in hybrid vehicle) with an internal combustion engine, or another electrically powered vehicle (xEV).

[0049] The SMR 14 is a relay located between the battery 100 and the PCU 15 on the high-voltage power supply line PL. The SMR 14 switches between connection and disconnection of the high-voltage power supply line PL. The MG 16 functions as a drive motor and rotates the drive wheels of the vehicle 10. The PCU 15 functions as a drive circuit for the MG 16 and drives the MG 16 using power supplied from the battery 100. The MG 16 converts the power into torque, which is transmitted to the drive wheels. The MG 16 also generates regenerative power, for example, when the vehicle 10 decelerates, to charge the battery 100.

[0050] The battery 100 is provided with a BMS (Battery Management System) 110 that monitors the state of the battery 100. The BMS 110 includes various sensors that detect the state of the battery 100 (for example, voltage, current, and temperature) and outputs the detection results to the ECU 500. The BMS 110 also has a SOC (State Of Charge) measurement function and outputs a measured value of the SOC of the battery 100 to the ECU 500. The SOC indicates the ratio of the current amount of charge to the amount of charge in a fully charged state. As a method for measuring the SOC, known methods such as a current integration method or an OCV (open circuit voltage) estimation method can be used.

[0051] The ECU 500 acquires detection values ​​from various sensors (BMS 110, and a position sensor, a vehicle speed sensor, an outside air temperature sensor, etc., not shown) mounted on the vehicle 10, and controls various devices mounted on the vehicle 10. The various devices mounted on the vehicle 10 are supplied with power directly or indirectly from the battery 100. For example, each device connected to the high-voltage power supply line PL (e.g., the PCU 15 and the air conditioner 17) is supplied with power directly from the battery 100. Furthermore, low-voltage on-board devices (e.g., auxiliary devices) are supplied with power from a low-voltage battery (e.g., an auxiliary battery) whose voltage is lower than that of the battery 100. When the amount of charge stored in the low-voltage battery decreases, power is supplied from the battery 100 to the low-voltage battery.

[0052] The heat medium circuit 200 includes a flow path through which the heat medium flows. The flow path of the heat medium circuit 200 is provided so that the heat medium flowing through the flow path exchanges heat with the battery 100. The heat medium circuit 200 is configured to adjust the temperature of the battery 100 by using power output from the battery 100. Specifically, the heat medium circuit 200 further includes a pump 210, a reserve tank (R / T) 220, a heater 230, a heat exchanger 240, and a switching device 250. The pump 210 circulates the heat medium through the flow path of the heat medium circuit 200. The heater 230 heats the heat medium flowing through the flow path of the heat medium circuit 200. However, the heater 230 may be provided so as to directly heat the battery 100.

[0053] The flow path of the heat medium circuit 200 is connected to the flow path of another heat medium circuit (hereinafter referred to as a "first heat medium circuit") via a heat exchanger 240. The heat exchanger 240 may be a chiller or a condenser. The first heat medium circuit includes, for example, a cooling circuit (refrigeration cycle circuit) of the air conditioner 17. The heat exchanger 240 exchanges heat between the heat medium flowing through the flow path of the heat medium circuit 200 and the heat medium flowing through the flow path of the first heat medium circuit. Furthermore, the flow path of the heat medium circuit 200 is connected to each flow path of a plurality of heat medium circuits (hereinafter referred to as a "second heat medium circuit") via a switching device 250. The switching device 250 is, for example, a five-way valve. The plurality of second heat medium circuits may include at least one of a circuit through which the heat medium circulates to cool the SPU 12, the PCU 15, and the MG 16, and a circuit through which the heat medium circulates to be cooled by a radiator. The switching device 250 connects the flow path of the heat medium circuit 200 to any of the flow paths of the plurality of second heat medium circuits or disconnects the flow path of the heat medium circuit 200 from each of the flow paths of the plurality of second heat medium circuits in response to an instruction from the ECU 500. For example, the ECU 500 can connect the flow path of the heat medium circuit 200 to the flow path of the second heat medium circuit through which a low-temperature heat medium flows, thereby lowering the temperature of the heat medium flowing through the flow path of the heat medium circuit 200 and cooling the battery 100.

[0054] A known heat medium can be used as the heat medium flowing through each heat medium circuit. For example, the heat medium flowing through the flow path of the heat medium circuit 200 may be water, insulating oil, or LLC (Long Life Coolant). However, the heat medium is not limited to these, and other heat mediums (such as fluorocarbon-based refrigerants and carbon dioxide gas) may also be used. Furthermore, other multi-way valves (such as eight-way valves, nine-way valves, and ten-way valves) may be used as the switching device 250 instead of the five-way valve.

[0055] The vehicle 10 is configured to be capable of external charging (charging the battery 100 with power from outside the vehicle) and external power supply (supplying power from the battery 100 to an external device outside the vehicle). The SPU 12 may include an ESU (Electric Supply Unit). The SPU 12 is provided on the charge / discharge line CHL and functions as an on-board charger / discharger (a charging circuit and a discharging circuit). The charge / discharge relay 13 switches between connection and disconnection of the charge / discharge line CHL. The ECU 500 connects the charge / discharge relay 13 and the SMR 14 before starting external charging or external power supply, and controls the SPU 12 by maintaining the charge / discharge relay 13 and the SMR 14 in the connected state during external charging and external power supply, respectively. When the tip (connector) of the power cable connected to the EVSE 800 is connected (plugged in) to the inlet 11 of the parked vehicle 10, the vehicle 10 is electrically connected to the EVSE 800. The vehicle 10 can charge the battery 100 using power input from the EVSE 800 to the inlet 11. Furthermore, the vehicle 10 can supply the electric power output from the battery 100 to the inlet 11 to the electric power grid PG through the EVSE 800. One end of the charge / discharge line CHL is connected between the SMR 14 and the PCU 15, and the other end is connected to the inlet 11. However, the present invention is not limited to this, and one end of the charge / discharge line CHL may be connected between the battery 100 and the SMR 14.

[0056] The PV device 410 is a power generation device that converts sunlight into electric power. The PV device 410 includes, for example, a solar panel installed on the rooftop of the vehicle 10. When the SMR 14 is in a connected state, the electric power generated by the PV device 410 is input to the battery 100 via the power conversion circuit 420 and the SMR 14. The power conversion circuit 420 functions as a power conditioner, converts the electric power generated by the PV device 410 into electric power suitable for charging the battery 100, and outputs the electric power to the battery 100.

[0057] The HMI 600A is an HMI (in-vehicle HMI) installed in the vehicle 10. The HMI 600A includes an input device and a display device. The HMI 600A may include a touch panel display. In this embodiment, the HMI 600A includes a navigation system.

[0058] The mobile terminal 600B is a terminal carried by the user of the vehicle 10. The mobile terminal 600B is, for example, a smartphone. A smartphone has a built-in computer and is equipped with a touch panel display and a speaker. However, the mobile terminal 600B is not limited to this, and a wearable device, an electronic key, or the like can also be used as the mobile terminal 600B.

[0059] The ECU 500 includes a processor and a storage device. In the ECU 500, the processor executes programs stored in the storage device to perform various controls. The ECU 500 also has a timekeeping function. The ECU 500 communicates with the server 20 (FIG. 1) and the mobile terminal 600B via the communication device 700.

[0060] Application software for using the power storage device management service provided by the server 20 (FIG. 1) is installed on the mobile terminal 600B. The server 20 communicates wirelessly with the mobile terminal 600B via the communication device 23. The mobile terminal 600B accepts information input from the user. By inputting the planned departure time and the target SOC value at that time into the mobile terminal 600B, the user can request the server 20 and the vehicle 10 to set the SOC of the battery 100 at the planned departure time to the target SOC value. The mobile terminal 600B transmits information regarding the amount of power storage input by the user (hereinafter referred to as the "user plan") together with identification information of the vehicle 10 to each of the server 20 and the vehicle 10. The user plan includes the planned departure time and target SOC value input by the user.

[0061] Referring again to FIG. 1, the server 20 is configured to manage the power storage device of each vehicle included in the vehicle group. The storage device 22 of the server 20 stores vehicle information related to the vehicle group. The storage device 22 stores vehicle information for each vehicle (individual vehicle) by distinguishing the vehicle by vehicle identification information (vehicle ID). Each vehicle included in the vehicle group transmits a driving plan set in the navigation system to the server 20. The server 20 saves the driving plan and power storage information (see, for example, S21 in FIG. 3) acquired from each vehicle, as well as a user plan acquired from a user terminal (for example, mobile terminal 600B) of each vehicle, in the storage device 22 as vehicle information.

[0062] The server 20 receives a request for energy management (hereinafter also referred to as "EM") for the power grid PG. The server 20 may receive an EM request from a higher-level server or from an electricity market system. The requested EM is, for example, power adjustment (e.g., adjustment of the supply and demand balance) of the power grid PG for a predetermined future period (hereinafter referred to as the "EM target period"). The server 20 executes the requested EM by operating multiple vehicles included in the vehicle fleet as DERs (Distributed Energy Resources). The server 20 may also cause the vehicle fleet to function as a VPP (Virtual Power Plant).

[0063] When the server 20 receives the EM request, it starts a processing flow F1 shown in the flowchart in Figure 1. "S" in the flowchart means a step.

[0064] In S11, the server 20 performs movement prediction (behavior prediction) for each vehicle included in the vehicle fleet using the travel plan (e.g., departure point, departure time, destination, arrival time, travel route to the destination, etc.) acquired from each vehicle included in the vehicle fleet. The server 20 acquires the travel schedule (future vehicle position) of each vehicle based on this movement prediction. The server 20 may further use the user plan of each vehicle to predict the travel schedule of each vehicle. Furthermore, the server 20 may predict the SOC (power storage amount) at each of the departure point and destination for each vehicle included in the vehicle fleet using the power storage information and the user plan.

[0065] In S12, the server 20 uses the results of the movement prediction (S11) to create an EM plan for the vehicle fleet. The EM plan is a charge / discharge plan according to the requested EM. Based on the predicted movement schedule of each vehicle, the server 20 identifies vehicles (hereinafter referred to as "EM participating vehicles") that are predicted to be in a grid-connected state during at least a portion of the EM target period. The server 20 then creates an EM plan so that the requested EM during the EM target period is executed by the vehicle fleet (particularly, the multiple EM participating vehicles included in the vehicle fleet). In this embodiment, a state in which a vehicle is electrically connected to the power grid PG via an EVSE corresponds to a "grid-connected state." Conversely, a state in which a vehicle is not electrically connected to the power grid PG is referred to as an "off-grid state." Hereinafter, a change of a vehicle from an off-grid state to a grid-connected state (e.g., attaching the power cable of the EVSE to the inlet 11) is referred to as a "plug-in," and a change of a vehicle from a grid-connected state to a off-grid state (e.g., removing the power cable of the EVSE from the inlet 11) is referred to as a "plug-out."

[0066] In this embodiment, each vehicle included in the vehicle group starts the process flow F2 shown in Fig. 3 with a plug-in as a trigger. However, the server 20 may request each EM participating vehicle to perform EM (for example, power adjustment of the power grid PG), and only the EM participating vehicle in the vehicle group that receives the request may execute the process flow F2. Fig. 3 is a flowchart showing the process flow that starts when the vehicle 10 is connected to an external power supply facility (EVSE 800) (when plugged in).

[0067] 2 and 3, in S21, the ECU 500 transmits a preparation completion notification to the server 20. The preparation completion notification is a signal that notifies that the vehicle 10 has entered a grid-connected state (i.e., that the vehicle 10 has been connected to an external power supply facility). Prior to transmitting the preparation completion notification, the ECU 500 acquires the current SOC measurement value of the battery 100 from the BMS 110. Then, the ECU 500 transmits power storage information indicating the acquired SOC measurement value, identification information (vehicle ID) of the vehicle 10, and specification information of the vehicle 10 to the server 20 together with the preparation completion notification. The vehicle ID may be a VIN (Vehicle Identification Number). The specification information indicates, for example, charging performance, discharging performance, power generation performance, and power storage capacity.

[0068] Thereafter, in S22, ECU 500 determines whether or not an individual vehicle plan, which will be described later, has been received from server 20, and repeats the determination in S22 while no individual vehicle plan has been received (NO in S22).

[0069] When the server 20 receives a preparation completion notification from the vehicle 10 (hereinafter referred to as the "target vehicle"), it associates various information (such as specification information) accompanying the preparation completion notification with the vehicle ID and stores them in the storage device 22, and starts processing flow F3. In S31, the server 20 creates a charging plan or a discharging plan for the target vehicle. Hereinafter, the charging plan or the discharging plan created in S31 will be referred to as the "individual vehicle plan." The individual vehicle plan is a charging plan or a discharging plan that the server 20 assigns to the target vehicle to have the vehicle fleet execute the above-mentioned EM plan (S12 in FIG. 1). Specifically, the individual vehicle plan is a charging plan that indicates a charging schedule for a planning period, or a discharging plan that indicates a discharging schedule for the planning period. The planning period may be the same as the EM target period, or may be a period shorter than the EM target period. The server 20 creates an individual vehicle plan using the EM plan, the user plan of the target vehicle, the power storage information of the target vehicle, and specification information of the target vehicle (for example, the rated charge power or rated discharge power of the battery 100, and the power generation performance of the PV device 410). The server 20 creates an individual vehicle plan that can be executed by the target vehicle based on the specification information and power storage information of the target vehicle. The server 20 may create the individual vehicle plan and the SOC plan described below simultaneously so that these plans are consistent.

[0070] In the next S32, the server 20 acquires an SOC plan (power storage plan) of the battery 100 for the plan period of the individual vehicle plan, associates the acquired SOC plan with the vehicle ID, and stores the acquired SOC plan in the storage device 22. The SOC plan includes at least one piece of plan data. The plan data indicates a combination of a time within the plan period and a planned value of the SOC of the battery 100 at that time. For example, the SOC plan includes first plan data indicating a combination of the start time of the plan period (hereinafter referred to as the "plan start time") and the planned value of the SOC of the battery 100 at the plan start time (hereinafter referred to as the "plan start SOC"), and second plan data indicating a combination of the end time of the plan period (hereinafter referred to as the "plan end time") and the planned value of the SOC of the battery 100 at the plan end time (hereinafter referred to as the "plan end SOC").

[0071] The server 20 may determine the planned start SOC and planned end SOC using the power storage information and the user plan of the target vehicle. The server 20 may set the SOC measurement value (the amount of power stored at the time of plugging in) indicated by the power storage information as the planned start SOC. The server 20 may determine the planned end SOC based on the target SOC value indicated by the user plan. For example, if the planned departure time and the planned end time indicated by the user plan match, the server 20 may set the target SOC value indicated by the user plan as the planned end SOC. If the planned departure time and the planned end time indicated by the user plan differ from each other, the server 20 may determine the planned end SOC based on the difference between those times and the target SOC value indicated by the user plan. However, the method of determining the SOC plan (power storage plan) is not limited to the above and is arbitrary. The planned end SOC may be a value determined independently of the user plan (for example, a fixed value or a value according to the EM plan).

[0072] Next, in S33, the server 20 instructs the target vehicle to charge or discharge (external charging or external power supply) the battery 100 in accordance with the individual vehicle plan. Specifically, the server 20 transmits the individual vehicle plan to the target vehicle. When the target vehicle receives the individual vehicle plan (YES in S22), in S23 the individual vehicle plan (charge and discharge schedule) is set in the ECU 500. As a result, timer charging or timer discharging of the battery 100 in accordance with the individual vehicle plan is scheduled in the ECU 500. Timer charging and timer discharging are charging and discharging according to a preset schedule, respectively.

[0073] After the process of S23 is executed, the ECU 500 of the target vehicle executes the process flow F5 shown in FIG. 5, which will be described later, in the following S24. Furthermore, after the individual vehicle plan is set in the ECU 500 in S23, the ECU 500 of the target vehicle starts the process flow F4 shown in FIG. 4, which will be described below. While the target vehicle is in the grid-connected state before the plan end time of the individual vehicle plan, the process flows F4 and F5 are executed in parallel. First, the process flow F4 will be described.

[0074] FIG. 4 is a flowchart showing charge / discharge control by a vehicle. Referring to FIG. 4 together with FIG. 2, in process flow F4, ECU 500 determines in S41 whether or not a charge / discharge request for battery 100 has been received from the user. The user can request ECU 500 to externally charge battery 100, for example, via HMI 600A. This charge request (external charge request) continues until the SOC of battery 100 reaches a predetermined value or higher. In addition, the user can request ECU 500, for example, via HMI 600A, to operate air conditioner 17 using power from battery 100. This discharge request (air conditioning on request) continues until ECU 500 receives a request from the user to stop air conditioning (air conditioning off). If ECU 500 receives a charge / discharge request (e.g., an external charge request or an air conditioning on request) from the user (YES in S41), ECU 500 executes charge / discharge control in accordance with the request in S42. ECU 500 controls, for example, at least one of SPU 12 and air conditioner 17. Thereafter, the process proceeds to S43. On the other hand, if ECU 500 has not received a charge / discharge request from the user (NO in S41), the process skips S42 and proceeds to S43.

[0075] In S43, the ECU 500 determines whether a charge / discharge request for the battery 100 has been issued based on predetermined vehicle control. For example, when the temperature of the battery 100 falls below a predetermined value, the ECU 500 is requested to heat the battery 100 using the electric power of the battery 100 (for example, by driving the heater 230). This discharge request (battery heating request) continues until the temperature of the battery 100 becomes sufficiently high. Furthermore, when the SOC of the battery 100 falls below a predetermined value, the ECU 500 is requested to increase the SOC of the battery 100 by externally charging the battery 100. This charge request (external charging request) continues until the SOC of the battery 100 becomes sufficiently high. If the ECU 500 has received a charge / discharge request based on the vehicle control (for example, a battery heating request or an external charging request) (YES in S43), the ECU 500 executes charge / discharge control in accordance with the request in S44. The ECU 500 controls, for example, at least one of the heat medium circuit 200 (including the heater 230) and the SPU 12. Thereafter, the process proceeds to S46. On the other hand, if the ECU 500 has not received a charge / discharge request based on vehicle control (NO in S43), the process skips S44 and proceeds to S46.

[0076] In S46, the ECU 500 determines whether the current time is within the planning period of the individual vehicle plan set in the ECU 500. The individual vehicle plan is set, for example, in S23 of FIG. 3. However, the individual vehicle plan set in the ECU 500 may be updated by the processing of S52 of FIG. 5, which will be described later. If the current time is within the planning period of the individual vehicle plan (YES in S46), the ECU 500 executes charge / discharge control in accordance with the individual vehicle plan in S47. On the other hand, if the current time is outside the planning period of the individual vehicle plan (NO in S46), the processing skips S47 and proceeds to S48. In S48, the ECU 500 determines whether the target vehicle has been plugged out. If the target vehicle remains connected to the grid (NO in S48), the processing returns to the first step (S41).

[0077] Line L1 in FIG. 4 shows an example of an individual vehicle plan. Each of t11 to t17 indicates a timing, and each of Pc1 to Pc5 indicates a charging power. The individual vehicle plan shown by line L1 is a charging plan that shows a charging schedule for a planning period from t11 to t17. In this example, the planning period is made up of eight frames. A frame corresponds to a unit period. The length of one frame is, for example, 15 minutes. The planning period is, for example, two hours. According to the charging schedule indicated by this individual vehicle plan, charging starts at t11 ​​(the plan also starts), charging is performed at charging power Pc5 from t11 to t12, charging stops at t12, charging resumes at t13, charging is performed at charging power Pc3 from t13 to t14, the charging power is changed from Pc3 to Pc1 at t14, charging stops at t15, charging resumes at t16, charging is performed at charging power Pc4 from t16 to t17, and charging ends (the plan also ends) at t17. Pc5 may be the rated charging power (maximum charging power) of battery 100.

[0078] Note that the above is merely an example of an individual vehicle plan, and the individual vehicle plan is not limited to the plan indicated by line L1. For example, at least one of the number of segments included in the planning period and the length of each segment may be changed. The number of segments may be less than 7, 9 to 50, or 50 or more. The length of each segment may be less than 15 minutes, more than 15 minutes but less than 1 hour, or 1 hour or more. In the individual vehicle plan indicated by line L1, the charging power varies for each time period, and the progress of the charging power is shown as a charging schedule. However, the charging schedule may also be information indicating the timing of charging on (start) and off (stop). The charging power corresponding to charging on may be constant (fixed) during the planning period. Furthermore, the individual vehicle plan may also be a discharging plan (see FIG. 9), which will be described later.

[0079] If the individual vehicle plan is a charging plan, the ECU 500 executes charging control of the battery 100 in accordance with the set charging schedule in S47. For example, the ECU 500 controls the SPU 12 so that the charging power indicated by the individual vehicle plan is input from the power grid PG via the EVSE to the battery 100 of the target vehicle. If the individual vehicle plan is a discharging plan, the ECU 500 executes discharging control of the battery 100 in accordance with the set discharging schedule in S47. For example, the ECU 500 controls the SPU 12 so that the discharging power indicated by the individual vehicle plan is supplied from the battery 100 of the target vehicle to the power grid PG via the EVSE. Furthermore, if the ECU 500 receives at least one of a charge / discharge request from the user and a charge / discharge request based on vehicle control within the planning period of the individual vehicle plan (YES in at least one of S41 and S43), the ECU 500 charges or discharges the battery 100 in accordance with the individual vehicle plan (S47), while also charging or discharging the battery 100 in accordance with the charge / discharge request (S42, S44).

[0080] When the plan period of the individual vehicle plan has elapsed (NO in S46), the charging and discharging of the battery 100 according to the individual vehicle plan (S47) is no longer executed. Then, when the target vehicle enters a grid disconnection state (YES in S48), the process flow F4 ends.

[0081] Next, a process flow F5 executed in S24 of Fig. 3 will be described. Fig. 5 is a flowchart showing a process related to management of the power storage device (SOC management). Referring to Fig. 5 together with Fig. 2, in S51, the ECU 500 determines whether an updated individual vehicle plan (S64), which will be described later, has been received from the server 20. If the ECU 500 has not received an updated individual vehicle plan (NO in S51), the process skips S52 and proceeds to S53.

[0082] In S53, ECU 500 determines whether charging or discharging of battery 100 has been stopped. For example, ECU 500 may determine whether charging of battery 100 (e.g., external charging) that has been performed with charging power equal to or greater than a predetermined value has been stopped. Alternatively, ECU 500 may determine whether discharging of battery 100 (e.g., external power supply) that has been performed with discharging power equal to or greater than a predetermined value has been stopped. When stoppage of charging or discharging (e.g., external charging or external power supply) is detected (YES in S53), ECU 500 acquires the current SOC measurement value of battery 100 from BMS 110 in S54, and transmits power storage information indicating the acquired SOC measurement value together with identification information of the target vehicle to server 20. Thereafter, the process proceeds to S57.

[0083] If the stop of charging / discharging is not detected (NO in S53), the ECU 500 determines in S55 whether the timing has arrived at a predetermined time (for example, 5 minutes) before the plan end time of the set individual vehicle plan. If the determination in S55 is YES, the process proceeds to S56. A determination of YES in S55 means that the remaining time until the end of the individual vehicle plan is less than the predetermined time, that is, the plan end time is approaching. The process in S56 is the same as the process in S54. Once the power storage information is transmitted in S56, the process returns to the first step (S51). On the other hand, if the determination in S55 is NO, the process proceeds to S57.

[0084] In S57, the ECU 500 determines whether the plan end time of the individual vehicle plan has arrived. If the plan end time has not arrived (NO in S57), the process returns to S51. The ECU 500 transmits the power storage information to the server 20 in the process of S54 every time it detects a stop of charging or discharging before the plan start time of the individual vehicle plan and during the plan period of the individual vehicle plan.

[0085] The server 20 executes process flow F6 for the target vehicle each time it receives the power storage information transmitted by the process of S54 or S56. In S61, the server 20 acquires the SOC plan (S32 in FIG. 3) of the target vehicle from the storage device 22. The server 20 also calculates the planned SOC value corresponding to the timing at which the power storage information is received (the measurement time of the SOC measurement value), as necessary. In the following S62, the server 20 determines whether the SOC (amount of stored power) of the battery 100 of the target vehicle deviates from the SOC plan beyond an allowable range.

[0086] FIG. 6 is a diagram illustrating an example of an SOC plan and an allowable range. Referring to FIG. 6, the server 20 can acquire plan data for a time after the plan start time (t11) and before the plan end time (t17) using the individual vehicle plan (line L1) and at least one of the first plan data D1 and the second plan data D7. The server 20 may predict a change in the SOC of the battery 100 over time, for example, based on the transition of the charging power indicated by the line L1. Specifically, the first plan data D1 indicates a combination of the plan start time (t11) and the plan start SOC (Ps1). During the period from t11 to t12, charging power Pc5 is input to the battery 100, and the SOC of the battery 100 increases accordingly. Therefore, the server 20 can acquire plan data D2 for t12 based on the first plan data D1 and the charging power Pc5. The plan data D2 indicates a combination of t12 and the SOC plan value (Ps2) at t12. The server 20 can also acquire continuous plan data (line L20) for the period from t11 to t12 for the SOC plan. Similarly, the server 20 can acquire continuous plan data (line L10) for the plan period (t11 to t17) using the individual vehicle plan (line L1) and the first plan data D1. Note that if the charging power is invariant (constant) within the plan period, the server 20 can acquire plan data for any time within the plan period for the SOC plan by linearly interpolating between the first plan data D1 and the second plan data D7.

[0087] The method for determining the allowable range for the SOC plan (planned data) is arbitrary. In this embodiment, the server 20 determines the allowable range using specification information of the target vehicle. Specifically, the server 20 uses the specification information of the target vehicle to acquire the maximum amount of power (hereinafter referred to as the "first adjustment amount") that the target vehicle can charge into the battery 100 per unit period (e.g., one frame) and the maximum amount of power (hereinafter referred to as the "second adjustment amount") that the target vehicle can discharge from the battery 100 per unit period (e.g., one frame). The server 20 then subtracts the SOC change amount W1 corresponding to the first adjustment amount from the SOC plan (planned data) to determine the lower limit of the allowable range (line L21). The server 20 also adds the SOC change amount W2 corresponding to the second adjustment amount to the SOC plan (planned data) to determine the upper limit of the allowable range (line L22). The range from the lower limit indicated by line L21 to the upper limit indicated by line L22 corresponds to the allowable range.

[0088] 2 and 5 again, when the server 20 receives power storage information during the planning period of the individual vehicle plan for the target vehicle, the server 20 acquires the planned SOC value at the current time (the timing at which the power storage information is received) by the method described above (see FIG. 6) in S62. Then, the server 20 determines whether the SOC of the battery 100 of the target vehicle deviates from the SOC plan beyond the allowable range based on whether the measured SOC value indicated by the power storage information is outside the allowable range (see FIG. 6) for the current time of the SOC plan. Here, a determination that there is a deviation means that the degree of deviation between the measured SOC value and the planned SOC value at the current time (the SOC measurement time) exceeds the allowable range.

[0089] If the server 20 receives the power storage information before the plan start time of the individual vehicle plan of the target vehicle, the server 20 determines in S62 whether the SOC of the battery 100 of the target vehicle deviates from the SOC plan beyond the allowable range, based on whether the SOC measurement value indicated by the power storage information is outside the allowable range (see FIG. 6) for the plan start time of the SOC plan. A determination of deviation here means that the degree of deviation between the SOC measurement value when external charging of the battery 100, which was performed before the plan start time, is completed and the plan start SOC indicated by the SOC plan exceeds the allowable range.

[0090] In this embodiment, the target vehicle is equipped with a PV device 410 (FIG. 2). The amount of power generated per unit time by the PV device 410 may vary depending on weather conditions. Therefore, the SOC (amount of stored power) of the battery 100 may deviate from the SOC plan (power storage plan) due to fluctuations in the amount of power generated and input from the PV device 410 to the battery 100.

[0091] The deviation can be expressed as a difference or a ratio, for example. The larger the difference (absolute value), the larger the deviation. Also, the closer the ratio is to 1, the smaller the deviation. The server 20 may calculate the deviation between the measured and planned values ​​of SOC (electricity storage amount) using a predetermined formula, and determine whether the calculated deviation is within a predetermined allowable range.

[0092] If it is determined in S62 that there will be no deviation (NO in S62), the process flow F6 ends. On the other hand, if it is determined in S62 that there will be deviation (YES in S62), the server 20 executes the processes of S63 and S64 described below, and then ends the process flow F6.

[0093] In S63, the server 20 changes the individual vehicle plan of the target vehicle. In this embodiment, the server 20 changes the individual vehicle plan of the target vehicle based on the power storage information acquired from the target vehicle and the SOC plan of the target vehicle. The processing of S63 will be described below with reference to Figures 7 to 9.

[0094] 7 is a diagram showing a first example and a second example of a change in a charging plan. The charging plan indicated by a line L1 in FIG. 7 is an individual vehicle plan for a target vehicle before the change.

[0095] In the first example, at t12, the target vehicle detects that charging has stopped (YES in S53 in FIG. 5) and transmits power storage information to the server 20. Upon receiving the power storage information, the server 20 executes a power storage amount determination (S62 in FIG. 5). If a deviation is determined, the server 20 executes a change to the individual vehicle plan (S63 in FIG. 5). If the SOC measurement value indicated by the power storage information is lower than the lower limit of the allowable range, the server 20 changes the individual vehicle plan of the target vehicle to a charging plan indicated by line L1A, for example, to compensate for the shortage of the power storage amount of the battery 100 relative to the SOC plan. In the changed individual vehicle plan (line L1A), the charging power for the period from t14 to t15 is greater than in the individual vehicle plan before the change (line L1). However, this is not limited to this, and the server 20 may increase the power storage amount of the battery 100 by changing the charging plan so as to change a charging stop period (t15 to t16) in the charging plan to a charging execution period.

[0096] In a second example, the target vehicle transmits power storage information to the server 20 at a timing (YES in S55 in FIG. 5) that is a predetermined time before the plan end time (t17) of the individual vehicle plan (line L1). When the server 20 receives the power storage information, it executes a power storage amount determination (S62 in FIG. 5). If it is determined that there is a deviation, the server 20 changes the individual vehicle plan (S63 in FIG. 5). If the SOC measurement value indicated by the power storage information is smaller than the lower limit of the allowable range, the server 20 extends the plan period, for example, to compensate for the shortage of the power storage amount of the battery 100 relative to the SOC plan. Specifically, the server 20 changes the individual vehicle plan of the target vehicle to a charging plan indicated by line L1B. In the changed individual vehicle plan (line L1B), the plan end time (t18) is set to a time later than the plan end time (t17) of the individual vehicle plan (line L1) before the change, and charging is performed with charging power Pc2 during the period from t17 to t18. When the power storage amount determination (S62 in FIG. 5) is performed during the period from t17 to t18, the server 20 may set the plan end SOC before the change (planned SOC value at t17) to the plan end SOC after the change (planned SOC value at t18) to be the same. The server 20 may then obtain the planned SOC value for the period from t17 to t18 based on the measured SOC value indicated by the power storage information, the plan end SOC after the change, and the charging power (Pc2) indicated by the changed individual vehicle plan (line L1B).

[0097] Fig. 8 is a diagram showing a third example of a change in the charging plan. The charging plan indicated by line L1 in Fig. 8 is the individual vehicle plan of the target vehicle before the change.

[0098] In the third example, the target vehicle starts external charging of the battery 100 as indicated by line L30 at a timing (t31) prior to the plan start time (t11) of the individual vehicle plan (line L1). When external charging ends at t32 (YES in S53 of FIG. 5), the target vehicle transmits power storage information to the server 20. Upon receiving the power storage information, the server 20 executes a power storage amount determination (S62 of FIG. 5). If a deviation is determined, the individual vehicle plan is changed (S63 of FIG. 5). The SOC of the battery 100 may increase due to external charging prior to the plan period, causing the measured SOC value indicated by the power storage information to exceed the upper limit of the allowable range. In such a case, the server 20 changes the individual vehicle plan of the target vehicle to a charging plan indicated by line L1C, for example, to reduce the excess power storage amount of the battery 100 relative to the SOC plan. In the changed individual vehicle schedule (line L1C), the charging power in the period from t11 to t12 is smaller than in the individual vehicle schedule before the change (line L1).

[0099] FIG. 9 is a diagram showing first and second examples of changes to the discharge plan. The discharge plan indicated by line L2 in FIG. 9 is the individual vehicle plan for the target vehicle before the change. Each of t21 to t27 indicates a timing, and each of Pd1 to Pd5 indicates a discharge power. The individual vehicle plan indicated by line L2 is a discharge plan that shows a discharge schedule for the planning period from t21 to t27. The planning period consists of eight frames, similar to the charging plan described above (line L1 in FIG. 4). According to the discharge schedule indicated by this individual vehicle plan, discharging starts at t21 (the plan also starts), discharge is performed at discharge power Pd5 between t21 and t22, discharge is stopped at t22, discharge is resumed at t23, discharge is performed at discharge power Pd3 between t23 and t24, the discharge power is changed to Pd1 at t24, discharge is stopped at t25, discharge is resumed at t26, discharge is performed at discharge power Pd4 between t26 and t27, and discharge ends (the plan also ends) at t27. Pd5 may be the rated discharge power (maximum discharge power) of battery 100.

[0100] In the first example, at t22, the target vehicle detects a stop of discharging (YES in S53 in FIG. 5) and transmits power storage information to the server 20. Upon receiving the power storage information, the server 20 executes a power storage amount determination (S62 in FIG. 5). If a deviation is determined, the server 20 changes the individual vehicle plan (S63 in FIG. 5). If the SOC measurement value indicated by the power storage information is greater than the upper limit of the allowable range, the server 20 changes the individual vehicle plan of the target vehicle to a discharge plan indicated by line L2A, for example, so as to reduce the amount of power stored in the battery 100 that is excessive relative to the SOC plan. In the changed individual vehicle plan (line L2A), the discharge power in the period from t24 to t25 is greater than in the individual vehicle plan before the change (line L2). However, this is not limited to this, and the server 20 may reduce the amount of power stored in the battery 100 by changing the discharge plan so as to change the discharge stop period (t25 to t26) in the discharge plan to a discharge execution period.

[0101] In a second example, the target vehicle transmits power storage information to the server 20 at a timing (YES in S55 in FIG. 5) that is a predetermined time before the plan end time (t27) of the individual vehicle plan (line L2). Upon receiving the power storage information, the server 20 executes a power storage amount determination (S62 in FIG. 5). If it is determined that there is a deviation, the server 20 changes the individual vehicle plan (S63 in FIG. 5). If the SOC measurement value indicated by the power storage information is greater than the upper limit of the allowable range, the server 20 extends the plan period, for example, to reduce the amount of power stored in the battery 100 that is excessive relative to the SOC plan. Specifically, the server 20 changes the individual vehicle plan of the target vehicle to a discharge plan indicated by line L2B. In the changed individual vehicle plan (line L2B), the plan end time (t28) is set to a time later than the plan end time (t27) of the individual vehicle plan (line L2) before the change, and discharge is performed with discharge power Pd2 during the period from t27 to t28.

[0102] 2 and 5 again, in S64, the server 20 instructs the target vehicle to charge and discharge the battery 100 in accordance with the updated individual vehicle plan. Specifically, the server 20 transmits the updated individual vehicle plan (the individual vehicle plan changed in S63) to the target vehicle. When the target vehicle receives the updated individual vehicle plan (YES in S51), the updated individual vehicle plan (charge and discharge schedule) is set in the ECU 500 in S52. As a result, charge and discharge control in accordance with the updated individual vehicle plan is executed in S47 of FIG. 4.

[0103] After the process of S52 is executed, the process proceeds to S53. If the individual vehicle plan is changed, a plan end determination (S57) is executed for the changed individual vehicle plan. As long as the plan end time has not arrived (NO in S57), process flow F5 is repeatedly executed. Then, when the plan end time arrives, process flow F5 (S24 in FIG. 3) ends, and process flow F2 (FIG. 3) also ends.

[0104] As described above, the power storage device management method according to this embodiment is a method for managing the battery 100 (power storage device) mounted on the vehicle 10, and includes the processes of process flows F1 to F6. This method includes instructing the vehicle 10 to charge the battery 100 in accordance with a charging plan indicating a charging schedule for a planned period (S33 in FIG. 3), acquiring a power storage plan for the battery 100 for the planned period (S32 in FIG. 3), acquiring a measured value of the amount of stored power of the battery 100 (S54, S56 in FIG. 5), changing the charging plan when the acquired measured value of the amount of stored power of the battery 100 deviates from the power storage plan beyond an allowable range (S63 in FIG. 5), and instructing the vehicle 10 to charge the battery 100 in accordance with the changed charging plan (S64 in FIG. 5). According to this method, when the amount of stored power of the battery 100 deviates from the power storage plan beyond an allowable range due to the vehicle 10 performing charging and / or discharging of the battery 100 that is not scheduled in the plan, the charging plan is changed. This prevents the amount of stored electricity in the battery 100 from deviating significantly from the plan.

[0105] The above embodiments can be modified. For example, in the above embodiments, each process related to the above method is performed by one or more processors executing a program stored in one or more storage devices. However, these processes may be performed only by hardware (electronic circuits) rather than by software. Modifications of the above embodiments will be described below.

[0106] 10 is a diagram showing a processing flow according to the first modified example. The server 20 may execute processing flow F1A instead of processing flow F1 (FIG. 1), and the vehicle 10 may execute processing flows F2A and F5A instead of processing flows F2 (FIG. 3) and F5 (FIG. 5). Specification information of each vehicle included in the vehicle fleet may be registered in advance in the server 20 (storage device 22).

[0107] Referring to FIG. 10, process flow F1A is a process flow in which S13 and S14 are added to process flow F1 (FIG. 1). In S13, the server 20 creates an individual vehicle plan and an SOC plan for each EM participating vehicle using a method similar to S31 and S32 in FIG. 3. However, in this modification, the server 20 creates the individual vehicle plan and the SOC plan before the EM participating vehicle becomes grid-connected. For example, the server 20 uses the results of movement prediction (S11) to predict the state of the EM participating vehicle when plugged in, and creates the individual vehicle plan and the SOC plan based on the predicted state when plugged in. The server 20 may use the predicted SOC of the battery 100 when plugged in as the plan start SOC. An individual vehicle plan is created for each EM participating vehicle. In the following S14, the server 20 transmits the corresponding individual vehicle plan to each EM participating vehicle.

[0108] When an EM participating vehicle receives the individual vehicle plan, it starts processing flow F2A. In S21A, the EM participating vehicle (hereinafter referred to as the "target vehicle") that has received the individual vehicle plan sets the individual vehicle plan (charge / discharge schedule) in its own ECU 500. In S22A, the ECU 500 determines whether the target vehicle is in a grid-connected state. While the target vehicle is in a grid-disconnected state (NO in S22A), the determination in S22A is repeated. On the other hand, if it is determined that the target vehicle is in a grid-connected state (YES in S22A), processing flow F4 shown in FIG. 4 is started in S23A, and processing flow F5A is started in S24A. While the target vehicle is in a grid-connected state before the plan end time of the individual vehicle plan, processing flows F4 and F5A are executed in parallel.

[0109] Process flow F5A is a process flow in which S53A is added to process flow F5 (FIG. 5). If a NO determination is made in S53, the process of S53A is executed. In S53A, the ECU 500 determines whether the plan start time of the set individual vehicle plan has arrived. In this modified example, if a YES determination is made in either S53 or S53A, power storage information (measured SOC) is transmitted from the target vehicle to the server 20 in the process of S54. Upon receiving the power storage information from the target vehicle, the server 20 executes process flow F6 shown in FIG. 5. In this modified example, a power storage amount determination (S62 in FIG. 5) is executed at the plan start time. If the prediction accuracy of the SOC of battery 100 at the time of plugging in based on the result of movement prediction (S11) is low, the degree of deviation between the measured SOC value and the planned SOC value at the plan start time is likely to exceed the allowable range.

[0110] In the above embodiment (see FIG. 5), when a predetermined condition (hereinafter referred to as a "transmission condition") is met, the vehicle transmits power storage information indicating a measured value of the amount of power stored in the power storage device to the server 20 (management device). Then, upon receiving the power storage information from the vehicle, the server 20 determines whether the amount of power stored in the power storage device deviates from the power storage plan beyond an allowable range (S62), and if it is determined that the amount of power stored in the power storage device deviates, the server 20 changes the individual vehicle plan based on the power storage information and the power storage plan (S63).

[0111] For example, if the vehicle executes charging of the power storage device before the planned period, the transmission condition is met when charging of the power storage device is completed (YES in S53), and the power storage information is transmitted in S54. The transmission condition is also met when charging of the power storage device is stopped within the planned period (YES in S53), and the power storage information is transmitted in S54. The transmission condition is also met when a timing that is a predetermined time before the planned end time (for example, the timing just before the end of the plan) arrives (YES in S55), and the power storage information is transmitted in S56. In the first modified example (see FIG. 10), the transmission condition is also met when the planned start time arrives (YES in S53A), and the power storage information is transmitted in S54. However, the requirements for the transmission condition to be met are not limited to those described above.

[0112] FIG. 11 is a diagram showing a processing flow according to a second modified example. The vehicle 10 may execute processing flow F5B shown in FIG. 11 instead of processing flow F5 (FIG. 5). Processing flow F5B is the same as processing flow F5 except that S53B is employed instead of S55 and S56 (FIG. 5). Referring to FIG. 11, in S53B, the ECU 500 determines whether the air conditioner 17 has been stopped. When the air conditioner 17 changes from an operating state to a stopped state, a YES determination is made in S53B. In this modified example, when a YES determination is made in either S53 or S53B, the processing proceeds to S54. That is, when the air conditioner 17 is stopped, the transmission condition is met (YES in S53B), and the power storage information is transmitted in S54.

[0113] FIG. 12 is a diagram showing a processing flow according to a third modified example. The vehicle 10 may execute processing flow F5C shown in FIG. 12 instead of processing flow F5 (FIG. 5). Processing flow F5C is the same as processing flow F5 except that S53C is employed instead of S53, S55, and S56 (FIG. 5). Referring to FIG. 12, in S53C, the ECU 500 determines whether a predetermined time has elapsed since the previous transmission of the power storage information. In the initial processing routine, it is determined whether a predetermined time has elapsed since the transmission at the time of plugging in (S21 in FIG. 3). Thereafter, each time the predetermined time has elapsed, a determination of YES is made in S53C. If a determination of YES is made in S53C, the processing proceeds to S54. In this modified example, the transmission condition is met each time the predetermined time has elapsed (YES in S53C), and the power storage information is transmitted in S54.

[0114] 13 is a diagram showing a process flow according to the fourth modified example. The server 20 may execute the process flow F6A instead of the process flow F6 (FIG. 5), and the vehicle 10 may execute the process flow F5D instead of the process flow F5 (FIG. 5).

[0115] Referring to FIG. 13, the server 20 executes process flow F6A for each vehicle included in the vehicle fleet. The server 20 starts process flow F6A at the plan start time based on the individual vehicle plan of the target vehicle, and continuously executes process flow F6A until the plan end time arrives. Specifically, in the final step (S65), the server 20 determines whether the plan end time has arrived. If it is determined that the plan end time has not arrived (NO in S65), the process returns to the first step (S61A). Then, if the plan end time arrives (YES in S65), the process flow F6A ends. The process flow F6A is the same as the process flow F6 except that S65 is added as the final step and S61A and S62A are adopted instead of S61 (FIG. 5). In S61A, it is determined whether a predetermined request timing has arrived. If the request timing has not arrived (NO in S61A), the determination in S61A is repeated. Then, when the request timing arrives (YES in S61A), the server 20 requests power storage information (SOC measurement value) from the target vehicle in S62A. In response to this request, the target vehicle transmits the power storage information (SOC measurement value) to the server 20 (S54, described later). The server 20 executes a power storage amount determination (S62) based on the received power storage information.

[0116] The request timing can be set arbitrarily within the planning period of the individual vehicle plan. For example, the end timing of each segment within the planning period of the individual vehicle plan may be set as the request timing. At least one of the timing at which charging or discharging is stopped according to the individual vehicle plan and the timing a predetermined time before the plan end time may be set as the request timing.

[0117] The process flow F5D is the same as the process flow F5, except that S53D is employed instead of S53, S55, and S56 (FIG. 5). In S53D, the ECU 500 determines whether or not the server 20 has requested the power storage information. Each time the server 20 requests the power storage information, a YES determination is made in S53D. If a YES determination is made in S53D, the process proceeds to S54. In this modification, if the server 20 requests the power storage information, the transmission condition is met (YES in S53D), and the power storage information is transmitted in S54.

[0118] In the above-described embodiment and each modification, when a vehicle receives an instruction from the server 20 (management device) to charge or discharge the power storage device in accordance with an individual vehicle plan (charging plan or discharging plan), the vehicle sets the charging schedule or discharging schedule indicated by the individual vehicle plan in the ECU 500 (control device) (S23 in FIG. 3, S21A in FIG. 10). The ECU 500 then executes charge / discharge control (charging control or discharging control) of the power storage device in accordance with the set schedule (individual vehicle plan) (S47 in FIG. 4). However, the present invention is not limited to this control method, and the server 20 (management device) may remotely control the vehicle to charge or discharge the power storage device in accordance with the individual vehicle plan. FIG. 14 is a diagram showing a processing flow according to a fifth modification. The server 20 may execute processing flow F4A shown in FIG. 14 for each vehicle included in the vehicle group. Furthermore, the vehicle 10 may execute processing flow F4B shown in FIG. 14 instead of processing flow F4 (FIG. 4).

[0119] In this modification, the server 20 starts a process flow F4A at the plan start time based on the individual vehicle plan of the target vehicle, and transmits a charge / discharge instruction (remote instruction) according to the individual vehicle plan to the target vehicle in S41A. The charge / discharge instruction is an instruction to cause the target vehicle to charge / discharge (external charging or external power supply) the battery 100 according to the individual vehicle plan by remote control. The charge / discharge instruction is a charge instruction or a discharge instruction. The charge instruction requests that the power indicated in the charge plan be charged to the battery 100 from the power grid PG (external power source). The discharge instruction requests that the power indicated in the discharge plan be discharged from the battery 100 to the power grid PG (external power source). The charge / discharge instruction may be a signal that notifies the target vehicle of the charge power or discharge power indicated in the individual vehicle plan. After transmitting the charge / discharge instruction, the server 20 determines in S42A whether the plan end time has arrived. If it is determined that the plan end time has not arrived (NO in S42A), the process returns to the first step (S41A). During the planning period of the individual vehicle plan, the transmission of charge / discharge instructions (S41A) is repeated. The server 20 sequentially transmits charge / discharge instructions to the target vehicle. The server 20 may transmit charge / discharge instructions (remote instructions) to the target vehicle at the start of each frame during the planning period of the individual vehicle plan. Then, when the plan end time arrives (YES in S42A), the process flow F4A ends.

[0120] In this modification, each vehicle included in the vehicle group starts process flow F4B in response to a plug-in. Process flow F4B is the same as process flow F4, except that S46B and S47B are employed instead of S46 and S47 (FIG. 4). In S46B, the ECU 500 determines whether a charge / discharge instruction (S41A) has been received from the server 20. If a charge / discharge instruction (remote instruction) has been received from the server 20 (YES in S46B), the ECU 500 executes charge / discharge control of the battery 100 in accordance with the charge / discharge instruction in S47B. When the target vehicle receives a charge / discharge instruction from the server 20, the target vehicle executes charge / discharge (external charging or external power supply) of the battery 100 in accordance with the charge / discharge instruction. On the other hand, if a charge / discharge instruction (remote instruction) has not been received (NO in S46B), the process skips S47B and proceeds to S48.

[0121] The server 20 may execute the process flow F4A only for each EM participating vehicle in the vehicle group. Alternatively, the server 20 may request each EM participating vehicle to perform EM (energy management), and only the EM participating vehicle in the vehicle group that receives the request may execute the process flow F4B.

[0122] In the above-described embodiment and each modification, the server 20 (management device) acquires a charging plan or a discharging plan for adjusting power in the power system PG (external power source). The power system PG is not limited to a large-scale power network established as an infrastructure, but may also be a microgrid. The server 20 functions as an aggregator device that aggregates and manages a fleet of vehicles. However, the management device may also manage only one vehicle, rather than a fleet of vehicles. The management device may also be an EMS (Energy Management System) for a building, for example, an FEMS (Factory EMS) or HEMS (Home EMS). An example in which the functions of the management device are implemented in a HEMS will be described below.

[0123] FIG. 15 is a diagram showing a processing flow according to the sixth modified example. Referring to FIG. 15, a building 30 includes a power storage device 31, a PV device 32 (for example, solar panels), a PCS (Power Conditioning System) 33, and an EMS 34. The building 30 is, for example, a residence. The building 30 is connected to a power grid PG. Electricity generated by the PV device 32 is input to the power storage device 31 via the PCS 33. The power storage device 31 is a stationary power storage device. The power of the power storage device 31 is used in the building 30 (for example, various devices connected to a distribution board), used for external charging of the battery 100, or sold. Charging and discharging of the power storage device 31 are controlled by the PCS 33 and the EMS 34. The PCS 33 includes a power path switching device and a power conversion circuit, and operates according to instructions from the EMS 34. The vehicle 10 can supply power to the building 30 by external power supply from the battery 100. The vehicle 10 is electrically connected to the building 30 (PCS 33) via, for example, the EVSE 800. However, this is not limiting, and the vehicle 10 may be electrically connected to the building 30 by a predetermined power cable (for example, a power cable of a power outlet type) without via the EVSE.

[0124] The EMS 34 is an EMS for the building 30. The EMS 34 includes a processor, a storage device, and a communication device. The EMS 34 is configured to be able to communicate with each of the vehicle 10 and the mobile terminal 600C. The mobile terminal 600C is carried by the user of the vehicle 10 and functions as a user terminal of the vehicle 10.

[0125] The EMS 34 manages the energy of the building 30 in cooperation with the PCS 33. The EMS 34 also manages the balance of payments from power transactions. Specifically, when the building 30 uses power supplied from the power grid PG, an electricity fee (expenses from purchasing power) is incurred, which is determined by the amount of power used and the unit price of purchasing power. Conversely, when the building 30 supplies power to the power grid PG, an incentive (revenue from selling power) is incurred, which is determined by the amount of power supplied and the unit price of selling power. The unit prices of purchasing power and selling power change from time to time. The EMS 34 records the balance of payments from power transactions by sequentially calculating the expenses from purchasing power and the revenue from selling power.

[0126] The EMS 34 starts process flow F1B when the vehicle 10 is electrically connected to the building 30. In S11B, the EMS 34 acquires information about the vehicle 10 (vehicle information). The vehicle information includes, for example, power storage information indicating the current measured value of the SOC (power storage capacity) of the battery 100, a driving plan set in the navigation system, and specification information. However, the specification information of the vehicle 10 may be registered in advance in the EMS 34 (storage device). In the following S12B, the EMS 34 acquires user schedule information indicating the user's plans from the mobile terminal 600C. The user schedule information is information input by the user to the mobile terminal 600C. The user schedule information includes, for example, a user plan (planned departure time and target SOC value) and a time period during which the user plans to stay in the building 30 (planned stay time period). In the following S13B, the EMS 34 acquires weather information and electricity rate information from an external server (for example, a computer on the cloud). The electricity rate information indicates the unit price of purchasing electricity and the unit price of selling electricity. The weather information indicates, for example, the weather, the temperature, and the solar radiation intensity.

[0127] In the following S14B, the EMS 34 creates a charge / discharge plan (a charging plan or a discharging plan) and an SOC plan (a power storage plan) for the vehicle 10 using the information acquired in S11B to S13B. The EMS 34 sets the current time or a time a predetermined time after the current time as the planned start time of the charge / discharge plan. The EMS 34 also sets the scheduled departure time indicated in the user plan or a time a predetermined time before the scheduled departure time as the planned end time of the charge / discharge plan. The EMS 34 uses the vehicle information and the user schedule information to grasp the state of the vehicle 10 and to predict the movement schedule of the vehicle 10 and the power demand schedule for each of the vehicle 10 and the building 30. The EMS 34 predicts the amount of power to be generated by the PV device 32 based on weather information. The EMS 34 then creates a charge / discharge plan so that the vehicle 10 and the building 30 can each secure the necessary power when needed and so that the balance of power trading becomes positive (or the negative balance becomes smaller). The EMS 34 creates an SOC plan (power storage plan) for the battery 100 for the planning period of the charge / discharge plan using a method similar to S32 in Fig. 3. The EMS 34 sets, for example, the SOC measurement value indicated by the power storage information acquired in S11B (the amount of power stored when the vehicle 10 is electrically connected to the building 30) as the plan start SOC, and sets the target SOC value indicated by the user plan as the plan end SOC.

[0128] In the following S15B, the EMS 34 transmits the charge / discharge plan to the vehicle 10, thereby instructing the vehicle 10 to charge / discharge the battery 100 in accordance with the charge / discharge plan. When the vehicle 10 receives the charge / discharge plan, it starts process flow F2B. Process flow F2B is the same as process flow F2 except that S21 and S22 (FIG. 3) are omitted. In S23, the vehicle 10 sets the charge / discharge plan (charge / discharge schedule) in the ECU 500, and then starts process flow F4 shown in FIG. 4. As a result, external charging or external power feeding of the battery 100 is performed in accordance with the charge / discharge plan. Furthermore, in S24, the ECU 500 executes process flow F5 shown in FIG. 5. Meanwhile, the EMS 34 executes process flow F6 shown in FIG. 5. This prevents the amount of stored power in the battery 100 from deviating significantly from the plan.

[0129] The building 30 may be independent of the power grid (off-grid). In an off-grid building 30, the EMS 34 may create a charging and discharging plan for the vehicle 10 so that the vehicle 10 and the building 30 do not each have a shortage of power.

[0130] The server 20 shown in FIG. 1 is an on-premise server. However, the management device may be at least one computer on a cloud. For example, the functions of the server 20 may be implemented on a cloud. FIG. 16 is a diagram illustrating the configuration of a management device according to a seventh modification. For example, the planning unit B10, the charge / discharge management unit B20, the vehicle data acquisition unit B31, the planned SOC calculation unit B32, and the SOC deviation determination unit B33 shown in FIG. 16 may be implemented by cloud computing. The planning unit B10 creates a charge / discharge plan and an SOC plan (see S31 and S32 in FIG. 3). The planning unit B10 creates an SOC plan using, for example, an expected charging output based on the charge / discharge plan and, for example, a target SOC value and a target SOC arrival time indicated by a user plan. The planning unit B10 also changes the charge / discharge plan in response to a request from the SOC deviation determination unit B33 (see S63 in FIG. 5). The charge / discharge management unit B20 instructs the vehicle 10 to charge or discharge the power storage device in accordance with the created charge / discharge plan (see S33 in FIG. 3). The vehicle data acquisition unit B31 communicates with the vehicle 10 and acquires power storage information (measured SOC values) from the vehicle 10. The planned SOC calculation unit B32 calculates a planned SOC value corresponding to the measurement time of the measured SOC value (see S61 in FIG. 5). The SOC deviation determination unit B33 determines whether the deviation between the measured SOC value received from the vehicle data acquisition unit B31 and the planned SOC value received from the planned SOC calculation unit B32 is within a predetermined allowable range (see S62 in FIG. 5). If the SOC deviation determination unit B33 determines that the deviation exceeds the allowable range, it requests the plan creation unit B10 to change (re-plan) the charge / discharge plan (see S63 in FIG. 5).

[0131] Furthermore, the functions of the server 20 may be implemented in the vehicle. For example, a control device of the vehicle may function as the management device. FIG. 17 is a diagram showing the configuration of a management device according to an eighth modified example. Referring to FIG. 17 together with FIG. 2, in the eighth modified example, a planning unit B10, a charge / discharge management unit B20A, a vehicle data acquisition unit B31A, a planned SOC calculation unit B32, and an SOC deviation determination unit B33 are implemented in a control device (e.g., ECU 500) of the vehicle 10. The charge / discharge management unit B20A schedules timer charging or timer discharging of the battery 100 in accordance with the charge / discharge plan created by the planning unit B10 (see S23 in FIG. 3). As a result, charging or discharging of the battery 100 in accordance with the charge / discharge plan is executed. The vehicle data acquisition unit B31A acquires power storage information (SOC measurement value) from the BMS 110. The other units are the same as those in the seventh modified example shown in FIG. 16.

[0132] The configuration of the vehicle is not limited to the configuration shown in FIG. 2. In the above embodiment, vehicle 10 is equipped with a PV device 410 and a power conversion circuit 420 as a naturally variable power source (a power source whose power generation output fluctuates depending on weather conditions). However, it is not essential that the vehicle be equipped with such a power source (power generation device), and PV device 410 and power conversion circuit 420 may be omitted. The vehicle may be configured to be wirelessly charged. A vehicle that is being wirelessly charged may be considered to have reached a state equivalent to the "grid connection state" described above when alignment between a power transmission unit (e.g., a power transmission coil) on the power supply equipment side and a power receiving unit (e.g., a power receiving coil) on the vehicle side is completed. The vehicle may be configured to be capable of only external charging out of external charging and external power feeding. The management device may always acquire a charging plan as an individual vehicle plan.

[0133] The vehicle is not limited to a passenger car, but may be a bus, a truck, or a work vehicle (tractor, forklift, etc.). The vehicle may be configured to be capable of unmanned driving by automatic driving or remote driving. The vehicle may also be an automated guided vehicle (AGV).

[0134] The embodiments disclosed herein should be considered to be illustrative in all respects and not restrictive. The scope of the present invention is defined by the claims, not by the description of the above embodiments, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0135] 10 vehicles, 17 air conditioners, 20 servers, 34 EMS, 100 batteries, 500 ECUs.

Claims

1. A management system including a management device that manages a power storage device mounted on a vehicle, the management device is configured to instruct the vehicle to charge the power storage device in accordance with a charging plan that indicates a charging schedule for a planning period; the management device is configured to acquire a power storage plan for the power storage device for the planning period; the power storage plan includes at least one piece of plan data indicating a combination of a time within the plan period and a planned value of the amount of power stored in the power storage device at that time, The management device is configured to change the charging plan when the amount of stored power in the power storage device deviates from the power storage plan beyond an allowable range.

2. At least one plan data of the power storage plan, First planning data indicating a combination of a start time of the planning period and a planned value of the amount of stored electricity of the electricity storage device at the start time; second planning data indicating a combination of an end time of the planning period and a planned value of the amount of stored electricity of the electricity storage device at the end time; The management system of claim 1 , comprising:

3. 3. The management system of claim 2, wherein the management device is configured to use at least one of the first planning data and the second planning data to acquire the planning data for a time after the start time of the planning period and before the end time of the planning period.

4. the vehicle is configured, when a discharge request for the power storage device is received within the planned period, to charge the power storage device in accordance with the charging plan and discharge the power storage device in response to the discharge request; The management system according to claim 1 , wherein the discharge request includes at least one of a discharge request from a user and a discharge request based on predetermined vehicle control.

5. 2. The management system according to claim 1, wherein the management device is configured to determine the allowable range using a maximum amount of power that the vehicle can charge to the power storage device per unit period and a maximum amount of power that the vehicle can discharge from the power storage device per unit period.

6. 2. The management system according to claim 1, wherein the management device is configured to acquire a measurement value of the amount of stored power of the power storage device when the vehicle is connected to an external power supply facility, and to acquire the charging plan and the power storage plan of the power storage device using the acquired measurement value of the amount of stored power.

7. The vehicle further includes a control device. the vehicle is configured to, when instructed by the management device to charge the power storage device in accordance with the charging plan, set a charging schedule indicated by the charging plan in the control device; The management system according to claim 1 , wherein the control device is configured to execute charging control of the power storage device in accordance with the set charging schedule.

8. the vehicle is configured to transmit, to the management device, power storage information indicating a measurement value of a power storage amount of the power storage device when a predetermined condition is met; 2. The management system according to claim 1, wherein the management device is configured, upon receiving the power storage information from the vehicle, to determine whether the amount of power stored in the power storage device deviates from the power storage plan beyond an allowable range, and if it is determined that the amount of power stored in the power storage device deviates from the power storage plan, to change the charging plan based on the power storage information and the power storage plan.

9. If the vehicle has executed charging of the power storage device before the planned period, the predetermined condition is met when charging of the power storage device is completed, 9. The management system according to claim 8, wherein, upon receiving the power storage information from the vehicle, the management device uses the power storage information and the power storage plan to determine whether a deviation between a measured value of the power storage amount when charging of the power storage device is completed and a planned value of the power storage amount at a start time of the planned period exceeds the allowable range, and when it is determined that the deviation exceeds the allowable range, changes the charging plan based on the power storage information and the power storage plan.

10. the predetermined condition is met when charging of the power storage device is stopped within the planned period, 9. The management system according to claim 8, wherein, when the management device receives the power storage information from the vehicle, the management device uses the power storage information and the power storage plan to determine whether a deviation between a measured value of the power storage amount at a current time and a planned value of the power storage amount exceeds the allowable range, and when it is determined that the deviation exceeds the allowable range, the management device changes the charging plan based on the power storage information and the power storage plan.

11. 2. The management system according to claim 1, wherein the management device is configured to acquire a measurement value of the amount of stored energy of the energy storage device at a timing that is a predetermined time before the end time of the charging plan, and to extend the planned period of the charging plan if the acquired measurement value deviates from the energy storage plan by more than an allowable range.

12. the management device is configured to instruct the vehicle to discharge the power storage device in accordance with a discharge plan that indicates a discharge schedule for a planning period; 2. The management system of claim 1, wherein the management device is configured to acquire a storage plan for the storage device for the planning period of the discharge plan, and to change the discharge plan when the amount of stored energy in the storage device deviates from the acquired storage plan beyond an allowable range.

13. 13. The management system according to claim 1, wherein the management device is at least one computer on a cloud.

14. A vehicle including a power storage device and a management device that manages the power storage device, the management device is configured to charge the power storage device in accordance with a charging plan that indicates a charging schedule for a planning period; the management device is configured to acquire a power storage plan for the power storage device for the planning period; the power storage plan includes at least one piece of plan data indicating a combination of a time within the plan period and a planned value of the amount of power stored in the power storage device at that time, The management device is configured to change the charging plan when the amount of stored power in the power storage device deviates from the power storage plan beyond an allowable range.

15. A method for managing an electric storage device mounted on a vehicle, comprising: The method comprises: instructing the vehicle to charge the power storage device in accordance with a charging plan indicating a charging schedule for a planned period; acquiring a power storage plan for the power storage device for the planning period; Including, the power storage plan includes at least one piece of plan data indicating a combination of a time within the plan period and a planned value of the amount of power stored in the power storage device at that time, The method comprises: changing the charging plan when a measured value of the amount of stored power in the power storage device deviates from the power storage plan beyond an allowable range; instructing the vehicle to charge the power storage device in accordance with the changed charging plan; The method for managing an electricity storage device further includes:

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