Power supply system

Abstract

This system enables simultaneous power supply to both the first and second vehicles while preventing excessive delays in the completion of power supply to the first vehicle while power is being supplied. [Solution] The power supply system comprises a power supply facility capable of supplying power to multiple vehicles, and a control device that controls the power supply facility. When a second vehicle is connected to the power supply facility while power is being supplied from the power supply facility to the first vehicle, the control device calculates the power supply loss of the first vehicle and the power supply loss of the second vehicle in the case of simultaneous power supply compared to the case of individual power supply. If the power supply loss of the first vehicle is greater than a reference value determined based on the power supply loss of the second vehicle, the control device delays the start of power supply to the second vehicle until the power supply loss of the first vehicle falls below the reference value.

Description

Technical Field

[0001] The present disclosure relates to a power supply system.

Background Art

[0002] Japanese Patent Application Laid-Open No. 2020-48246 (Patent Document 1) discloses a power supply system capable of supplying power to a plurality of vehicles. This power supply system includes a power supply facility and a control device that controls the power output from the power supply facility. When the first vehicle and the second vehicle are connected to the power supply facility, the control device controls the power supply facility so as to simultaneously supply power to the first vehicle and the second vehicle while limiting the total power output from the power supply facility to less than a predetermined maximum upper limit value.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] As described above, when the first vehicle and the second vehicle are connected to the power supply facility, the power supply system disclosed in Japanese Patent Application Laid-Open No. 2020-48246 can simultaneously supply power to the first vehicle and the second vehicle while limiting the total power output from the power supply facility to less than a predetermined maximum upper limit value.

[0005] However, when the second vehicle is newly connected to the power supply facility during the power supply to the first vehicle, if the simultaneous power supply to the first vehicle and the second vehicle is unconditionally started, there is a concern that the power supply amount to the first vehicle during power supply may be excessively restricted by the start of power supply to the second vehicle, and the completion of power supply to the first vehicle may be excessively delayed.

[0006] This disclosure was made to solve the above-mentioned problems, and the purpose of this disclosure is to enable simultaneous power supply to the first and second vehicles in a power supply system equipped with power supply equipment capable of supplying power to multiple vehicles, while suppressing excessive delays in the completion of power supply to the first vehicle when a second vehicle is newly connected to the power supply equipment while power is being supplied to the first vehicle. [Means for solving the problem]

[0007] The power supply system according to this disclosure comprises a power supply facility capable of supplying power to multiple vehicles, and a control device that controls the power supply facility so that the total power output by the power supply facility is less than or equal to a predetermined maximum upper limit. When a second vehicle is connected to the power supply facility while power is being supplied from the power supply facility to the first vehicle, the control device calculates the loss for the first vehicle and the second vehicle respectively when simultaneous power supply is performed, compared to individual power supply, where power is supplied to the first vehicle and the second vehicle individually. If the loss for the first vehicle in the case of simultaneous power supply is greater than a reference value determined based on the loss for the second vehicle, the control device delays the start of power supply to the second vehicle until the loss for the first vehicle falls below the reference value. [Effects of the Invention]

[0008] According to this disclosure, in a power supply system equipped with power supply equipment capable of supplying power to multiple vehicles, if a second vehicle is newly connected to the power supply equipment while power is being supplied to the first vehicle, it is possible to suppress excessive delays in the completion of power supply to the first vehicle while simultaneously supplying power to both the first and second vehicles. [Brief explanation of the drawing]

[0009] [Figure 1] This diagram provides a schematic overview of the overall configuration of the power supply system. [Figure 2] This flowchart shows an example of the processing procedure performed by the control device when adjusting the start timing of simultaneous power supply. [Figure 3]This figure shows an example of a power supply profile when the start timing of simultaneous power supply is delayed. [Figure 4] This figure shows an example of a power supply profile when simultaneous power supply starts immediately without any delay. [Modes for carrying out the invention]

[0010] The embodiments of this disclosure will be described in detail below with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals, and their descriptions will not be repeated.

[0011] <Overall Structure> Figure 1 is a schematic diagram showing the overall configuration of the power supply system 100 in this embodiment. The power supply system 100 comprises a control device 1, power supply equipment 2, and grid power supply 3.

[0012] Power supply equipment 2 is installed, for example, in a public place and supplies power from the commercial grid power supply 3 to vehicles connected to power supply equipment 2. Each vehicle connected to power supply equipment 2 is an electric vehicle (such as a plug-in hybrid vehicle or electric vehicle) equipped with a traction battery to store power for driving and configured to perform "external charging," which charges the traction battery with power supplied from an external power source such as the power supply system 100.

[0013] The power supply equipment 2 is equipped with charging cables 4 and 7. Connectors 5 and 8 are provided at the ends of the charging cables 4 and 7, respectively. By inserting the connectors 5 and 8 of the charging cables 4 and 7 into the connectors of the electric vehicles, the electric vehicles are connected to the power supply equipment 2. Figure 1 illustrates a state in which the connector 5 of charging cable 4 is connected to the first vehicle 6 and the connector 8 of charging cable 7 is connected to the second vehicle 9. Note that the number of electric vehicles that the power supply equipment 2 can power is not limited to two, but may be three or more.

[0014] The control device 1 is a microcomputer that incorporates a CPU (Central Processing Unit) and memory (not shown). The control device 1 is configured to communicate with the power supply equipment 2 by wire or wireless connection. The installation location of the control device 1 is not particularly limited; it may be installed within the power supply equipment 2, near the power supply equipment 2, or at a location separate from the power supply equipment 2. The control device 1 is configured to communicate with the first vehicle 6 and the second vehicle 9 when the first vehicle 6 and the second vehicle 9 are connected to the power supply equipment 2 via charging cables 4 and 7.

[0015] When the first vehicle 6 and the second vehicle 9 are connected to the power supply equipment 2, the control device 1 can simultaneously supply power to the first vehicle 6 and the second vehicle 9, provided that the total power output by the power supply equipment 2 does not exceed the maximum upper limit value ML.

[0016] <Power distribution during simultaneous power supply> When the control device 1 supplies power to the first vehicle 6 and the second vehicle 9 simultaneously, it limits the total power output by the power supply equipment 2 to a maximum upper limit value ML or less by performing the following processing.

[0017] First, the control device 1 communicates with the first vehicle 6 and the second vehicle 9 to obtain charging profiles from each of them. A charging profile is waveform data that shows the predicted time change of the acceptable power WIN of each vehicle until external charging is completed. Specifically, the control device 1 obtains the charging profile of the first vehicle 6 (a waveform showing the predicted time change of the acceptable power WIN1 of the first vehicle 6 until external charging is completed) from the second vehicle 9, and also obtains the charging profile of the second vehicle 9 (a waveform showing the time change of the acceptable power WIN2 of the second vehicle 9 until external charging is completed) from the first vehicle 6.

[0018] Incidentally, the maximum value of the acceptable power WIN of each vehicle generally becomes larger as the maximum capacity of the driving battery (the amount of electricity stored in a fully charged state) installed in each vehicle is larger. Also, the acceptable power WIN of each vehicle is set to a smaller value as the remaining capacity (SOC; State Of Charge) of the driving battery installed in each vehicle is larger (that is, the closer it is to the fully charged state). Therefore, the charging profile of each vehicle has a waveform that gradually changes to a smaller value as external charging progresses, with a value corresponding to the maximum capacity of the driving battery installed in each vehicle as the initial value.

[0019] Next, the control device 1 determines whether both the charging profile (acceptable power WIN1) of the first vehicle 6 and the charging profile (acceptable power WIN2) of the second vehicle 9 exceed the distribution upper limit value DL. The distribution upper limit value DL is a value obtained by equally distributing the maximum upper limit value ML of the power output by the power supply facility 2 to the first vehicle 6 and the second vehicle 9. For example, when the maximum upper limit value ML is 250 kW, the distribution upper limit value DL is 125 kW, which is half of the maximum upper limit value ML. Hereinafter, mainly, an example in which the maximum upper limit value ML is 250 kW and the distribution upper limit value DL is 125 kW will be described.

[0020] When simultaneously supplying power to the first vehicle 6 and the second vehicle 9, in a time period when both WIN1 and WIN2 exceed the distribution upper limit value DL (125 kW), the control device 1 controls the power supply facility 2 so as to limit both the power supplied to the first vehicle 6 and the power supplied to the second vehicle 9 to the same distribution upper limit value DL (125 kW), regardless of the magnitude relationship between WIN1 and WIN2. Thereby, the total power output by the power supply facility 2 is limited to be not more than the maximum upper limit value ML (250 kW).

[0021] On the other hand, in a time period when at least one of WIN1 and WIN2 is less than the distribution upper limit value DL (125 kW), the control device 1 controls the power supply facility 2 so that the total power output by the power supply facility 2 does not exceed the maximum upper limit value ML (250 kW) as the upper limit of the power supplied to each vehicle for the charging profiles (WIN1, WIN2) of each vehicle. That is, when at least one of WIN1 and WIN2 is less than the distribution upper limit value DL (125 kW), the power supplied to the first vehicle 6 or the power supplied to the second vehicle 9 is allowed to exceed the distribution upper limit value DL (125 kW) within a range where the total power output by the power supply facility 2 is equal to or less than the maximum upper limit value ML (250 kW).

[0022] <Adjustment of the start timing of simultaneous power supply> As described above, when the first vehicle 6 and the second vehicle 9 are connected to the power supply facility 2, the power supply system 100 in the present embodiment can simultaneously supply power to the first vehicle 6 and the second vehicle 9 within a range where the total power output by the power supply facility 2 is equal to or less than the maximum upper limit value ML (250 kW).

[0023] However, when the second vehicle 9 is newly connected to the power supply facility 2 during the power supply to the first vehicle 6, if the simultaneous power supply to the first vehicle 6 and the second vehicle 9 is unconditionally started, there is a concern that the power supply amount to the first vehicle 6 during the power supply will be excessively restricted by the start of the power supply to the second vehicle 9, and the completion of the power supply to the first vehicle 6 will be excessively delayed.

[0024] Therefore, when the second vehicle 9 is newly connected to the power supply facility 2 during the power supply to the first vehicle 6, the control device 1 according to the present embodiment adjusts the timing (the power supply start timing to the second vehicle 9) of starting the simultaneous power supply by performing the following processing. Thereby, while suppressing the excessive delay in the completion of the power supply to the first vehicle 6 during the power supply, it becomes possible to simultaneously supply power to the first vehicle 6 and the second vehicle 9.

[0025] FIG. 2 is a flowchart showing an example of a processing procedure executed when the control device 1 according to the present embodiment adjusts the start timing of the simultaneous power supply.

[0026] The control device 1 determines whether the second vehicle 9 is connected to the power supply equipment 2 while power is being supplied to the first vehicle 6 (step S10). If the second vehicle 9 is not connected to the power supply equipment 2 while power is being supplied to the first vehicle 6 (NO in step S10), the control device 1 skips the subsequent processing and terminates processing. In this case, simultaneous power supply is not performed, and power supply to the first vehicle 6 continues.

[0027] On the other hand, if the second vehicle 9 is connected to the power supply equipment 2 while power is being supplied to the first vehicle 6 (YES in step S10), the control device 1 adjusts the start timing of simultaneous power supply (start timing of power supply to the second vehicle 9) by performing the following steps S20 to S80.

[0028] First, the control device 1 acquires the charging profile of the first vehicle 6 (predicted waveform of WIN1) and the charging profile of the second vehicle 9 (predicted waveform of WIN2) from the first vehicle 6 and the second vehicle 9, respectively (step S20).

[0029] Next, the control device 1 calculates individual power supply profiles for the first vehicle 6 and the second vehicle 9, respectively, when performing "individual power supply," which involves supplying power to each vehicle individually (step S30). The individual power supply profile is waveform data that shows the predicted time changes in the power supplied by the power supply equipment 2 to each vehicle when individual power supply is performed.

[0030] The control device 1 calculates the individual power supply profile P1 for the first vehicle 6 and the individual power supply profile P2 for the second vehicle 9 from the charging profile of the first vehicle 6, the charging profile of the second vehicle 9, and the maximum upper limit value ML (250kW). Specifically, the control device 1 limits the portion of the charging profile of the first vehicle 6 that exceeds the maximum upper limit value ML (250kW) to the maximum upper limit value ML (250kW), and maintains the portion below the maximum upper limit value ML (250kW) as is, resulting in the waveform which is the individual power supply profile P1 for the first vehicle 6. Similarly, the control device 1 limits the portion of the charging profile of the second vehicle 9 that exceeds the maximum upper limit value ML (250kW) to the maximum upper limit value ML (250kW), and maintains the portion below the maximum upper limit value ML (250kW) as is, resulting in the waveform which is the individual power supply profile P2 for the second vehicle 9.

[0031] Next, the control device 1 calculates a simultaneous power supply profile for each of the first vehicle 6 and the second vehicle 9 when "simultaneous power supply" is performed, in which power is supplied to the first vehicle 6 and the second vehicle 9 at the same time (step S40). The simultaneous power supply profile is waveform data that shows the predicted time change of the power supplied by the power supply equipment 2 to each vehicle when simultaneous power supply is performed.

[0032] The control device 1 calculates the simultaneous power supply profile P1s for the first vehicle 6 and the simultaneous power supply profile P2s for the second vehicle 9 from the charging profile of the first vehicle 6, the charging profile of the second vehicle 9, and the distribution upper limit value DL (125kW).

[0033] Specifically, the control device 1 synchronizes the charging profile of the first vehicle 6 and the charging profile of the second vehicle 9 on the time axis. During periods when both charging profiles exceed the distribution upper limit DL (125 kW), it limits both charging profiles to the same distribution upper limit DL (125 kW). During other periods, it limits the two charging profiles to their respective upper limits so that the sum does not exceed the maximum upper limit ML (250 kW). These waveforms are then set for the simultaneous power supply profile P1s of the first vehicle 6 and the simultaneous power supply profile P2s of the second vehicle 9, respectively.

[0034] Next, the control device 1 calculates the power supply loss for simultaneous power supply compared to individual power supply for each of the first vehicle 6 and the second vehicle 9 (step S50). Specifically, the control device 1 calculates the difference (time integral value) between the individual power supply profile P1 and the simultaneous power supply profile P1s for the first vehicle 6 as the power supply loss L1 for the first vehicle 6, and calculates the difference (time integral value) between the individual power supply profile P2 and the simultaneous power supply profile P2s for the second vehicle 9 as the power supply loss for the second vehicle 9.

[0035] Next, the control device 1 determines whether the power supply loss L1 of the first vehicle 6 calculated in step S50 is greater than a reference value determined based on the power supply loss L2 of the second vehicle 9 calculated in step S50 (step S60). The process in step S60 determines whether the power supply loss L1 of the first vehicle 6 due to simultaneous power supply is excessively large compared to the power supply loss L2 of the second vehicle 9. Therefore, the reference value may be the power supply loss L2 of the second vehicle 9 plus a predetermined value (for example, four times the power supply loss L2), or it may be the power supply loss L2 of the second vehicle 9 multiplied by a coefficient greater than 1 (for example, 5).

[0036] If the power supply loss L1 of the first vehicle 6 is greater than a reference value based on the power supply loss L2 of the second vehicle 9 (YES in step S60), the control device 1 delays the start timing of power supply to the second vehicle 9 until the power supply loss L1 of the first vehicle 6 becomes less than a reference value based on the power supply loss L2 of the second vehicle 9 (step S70). Specifically, the control device 1 calculates the power supply losses L1 and L2 when the start timing of power supply to the second vehicle 9 is delayed by a small amount of time, and repeatedly determines whether the power supply loss L1 becomes less than a reference value based on the power supply loss L2 until the power supply loss L1 becomes less than a reference value based on the power supply loss L2, thereby delaying the start timing of power supply to the second vehicle 9 until the power supply loss L1 becomes less than a reference value based on the power supply loss L2.

[0037] On the other hand, if the power supply loss L1 of the first vehicle 6 is not greater than a reference value based on the power supply loss L2 of the second vehicle 9 (NO in step S60), the control device 1 immediately starts supplying power to the second vehicle 9 without delaying the timing of starting power supply to the second vehicle 9 (step S80).

[0038] Figure 3 shows an example of the power supply profile for the first vehicle 6 and the second vehicle 9 when the start timing of simultaneous power supply is delayed. Figure 3 shows an example in which the second vehicle 9, which has a relatively small initial value of 150kW of acceptable power WIN2, is connected to the power supply equipment 2 while the first vehicle 6, which has a relatively large initial value of 250kW of acceptable power WIN1, is being powered.

[0039] The waveforms of the individual power supply profile P1 and simultaneous power supply profile P1s of the first vehicle 6, as well as the individual power supply profile P2 and simultaneous power supply profile P2s of the second vehicle 9, at the time the second vehicle 9 was connected to the power supply equipment 2, are shown on the left side of Figure 3.

[0040] When the second vehicle 9 is connected to the power supply equipment 2, the control device 1 calculates the difference (time integral value) between the individual power supply profile P1 and the simultaneous power supply profile P1s of the first vehicle 6 as the power supply loss L1 of the first vehicle 6, as shown on the left side of Figure 3, and calculates the difference (time integral value) between the individual power supply profile P2 and the simultaneous power supply profile P2s of the second vehicle 9 as the power supply loss L2 of the second vehicle 9.

[0041] In the example shown in Figure 3, both the initial values ​​of the charging profile (acceptable power WIN1) of the first vehicle 6 and the initial values ​​of the charging profile (acceptable power WIN2) of the second vehicle 9 exceed the distribution limit DL (125kW). As a result, there are periods when both the simultaneous power supply profile P1s of the first vehicle 6 and the simultaneous power supply profile P2s of the second vehicle 9 are limited to the same distribution limit DL (125kW).

[0042] However, the initial value of the acceptable power WIN1 of the first vehicle 6, which is currently being powered, is a relatively large 250kW, while the initial value of the acceptable power WIN2 of the newly connected second vehicle 9 is a relatively small 150kW. Therefore, the power supply loss L1 of the first vehicle 6 is excessively large compared to the power supply loss L2 of the second vehicle 9. In the example shown in Figure 3, the power supply loss L1 of the first vehicle 6 is larger than the reference value based on the power supply loss L2 of the second vehicle 9 (for example, five times the power supply loss L2). If power supply to the second vehicle 9 is started immediately in this state, the amount of power supplied to the first vehicle 6, which is currently being powered, will be excessively restricted by the start of power supply to the second vehicle 9, and the completion of power supply to the first vehicle 6 will be excessively delayed.

[0043] Therefore, as shown on the right side of Figure 3, the control device 1 delays the start of power supply to the second vehicle 9 until the power supply loss L1 of the first vehicle 6 falls below a reference value based on the power supply loss L2 of the second vehicle 9 (for example, five times the power supply loss L2). This makes it possible to supply power to both the first vehicle 6 and the second vehicle 9 simultaneously while suppressing excessive delays in the completion of power supply to the first vehicle 6, which is currently being powered.

[0044] Figure 4 shows an example of the power supply profile for the first vehicle 6 and the second vehicle 9 when the simultaneous power supply starts immediately without any delay. Figure 4 shows an example where the first vehicle 6, which has a relatively small initial value of 150kW for acceptable power WIN1, is being powered, while the second vehicle 9, which has a relatively large initial value of 250kW for acceptable power WIN2, is connected to the power supply equipment 2.

[0045] Figure 4 shows the waveforms of the individual power supply profile P1 and simultaneous power supply profile P1s of the first vehicle 6, as well as the individual power supply profile P2 and simultaneous power supply profile P2s of the second vehicle 9, at the time the second vehicle 9 was connected to the power supply equipment 2.

[0046] When the second vehicle 9 is connected to the power supply equipment 2, the control device 1 calculates the difference (time integral value) between the individual power supply profile P1 and the simultaneous power supply profile P1s of the first vehicle 6 as the power supply loss L1 of the first vehicle 6, as shown in Figure 4, and calculates the difference (time integral value) between the individual power supply profile P2 and the simultaneous power supply profile P2s of the second vehicle 9 as the power supply loss L2 of the second vehicle 9.

[0047] In the example shown in Figure 4, both the initial values ​​of the charging profile (acceptable power WIN1) of the first vehicle 6 and the initial values ​​of the charging profile (acceptable power WIN2) of the second vehicle 9 exceed the distribution limit DL (125kW). As a result, there are periods when both the simultaneous power supply profile P1s of the first vehicle 6 and the simultaneous power supply profile P2s of the second vehicle 9 are limited to the same distribution limit DL (125kW).

[0048] However, the initial value of the acceptable power WIN1 of the first vehicle 6, which is currently being powered, is a relatively small 150kW, while the initial value of the acceptable power WIN2 of the newly connected second vehicle 9 is a relatively large 250kW. Therefore, the power supply loss L1 of the first vehicle 6 is considerably smaller than the power supply loss L2 of the second vehicle 9. In the example shown in Figure 4, the power supply loss L1 of the first vehicle 6 is significantly smaller than the reference value based on the power supply loss L2 of the second vehicle 9 (for example, five times the power supply loss L2). If the start timing of power supply to the second vehicle 9 is delayed under these circumstances, the completion of power supply to the second vehicle 9 will be excessively delayed.

[0049] Therefore, as shown in Figure 4, the control device 1 immediately starts supplying power to the second vehicle 9 without delaying the timing of power supply to the second vehicle 9. This makes it possible to supply power to both the first vehicle 6 and the second vehicle 9 simultaneously while suppressing excessive delays in the completion of power supply to the newly connected second vehicle 9.

[0050] As described above, in this embodiment, when a second vehicle 9 is connected to the power supply equipment 2 while power is being supplied from the power supply equipment 2 to the first vehicle 6, the control device 1 calculates the power supply loss L1 of the first vehicle 6 and the power supply loss L2 of the second vehicle 9 in the case of simultaneous power supply compared to the case of individual power supply. If the power supply loss L1 of the first vehicle 6 is greater than a reference value determined based on the power supply loss L2 of the second vehicle 9 (i.e., the power supply loss L1 of the first vehicle 6 is excessively greater than the power supply loss L2 of the second vehicle 9), the control device 1 delays the start timing of power supply to the second vehicle 9 until the power supply loss L1 of the first vehicle 6 falls below the reference value. This makes it possible to supply power to the first vehicle 6 and the second vehicle 9 simultaneously while suppressing excessive delays in the completion of power supply to the first vehicle 6 during power supply.

[0051] On the other hand, if the power supply loss L1 of the first vehicle 6 is less than the above standard value (i.e., the power supply loss L1 of the first vehicle 6 is not excessively greater than the power supply loss L2 of the second vehicle 9), the control device 1 immediately starts supplying power to the second vehicle 9 without delaying the start timing of power supply to the second vehicle 9. This makes it possible to supply power to both the first vehicle 6 and the second vehicle 9 simultaneously while suppressing excessive delays in the completion of power supply to the newly connected second vehicle 9.

[0052] The embodiments disclosed herein should be considered in all respects to be illustrative and not restrictive. The scope of this disclosure is indicated by the claims rather than by the description of the embodiments above, and all modifications within the meaning and scope equivalent to the claims are intended to be included. [Explanation of symbols]

[0053] 1 Control device, 2 Power supply equipment, 3 Power supply system, 4,7 Charging cables, 5,8 Connectors, 6 First vehicle, 9 Second vehicle, 100 Power supply system.

Claims

1. Power supply equipment capable of supplying power to multiple vehicles, The system includes a control device that controls the power supply equipment so that the total power output by the power supply equipment is less than or equal to a predetermined maximum upper limit, The control device, when a second vehicle is connected to the power supply equipment while power is being supplied from the power supply equipment to the first vehicle, The losses in the case of simultaneous power supply, where power is supplied to the first vehicle and the second vehicle at the same time, compared to the case of individual power supply, where power is supplied to the first vehicle and the second vehicle individually, are calculated for each of the first vehicle and the second vehicle. A power supply system that, when the loss of the first vehicle in the case of simultaneous power supply is greater than a reference value determined based on the loss of the second vehicle, delays the timing of starting power supply to the second vehicle until the loss of the first vehicle falls below the reference value.

2. The power supply system according to claim 1, wherein the control device immediately starts the simultaneous power supply if the loss of the first vehicle when the simultaneous power supply is performed is less than the reference value.

3. The control device is When the aforementioned individual power supply is performed, the waveform data of the predicted power supply is calculated for each of the first and second vehicles as an individual power supply profile. A simultaneous power supply profile, which is the waveform data of the predicted power supply value when the simultaneous power supply is performed, is calculated for each of the first and second vehicles. The power supply system according to claim 1, wherein the difference between the individual power supply profile of the first vehicle and the simultaneous power supply profile of the first vehicle is calculated as the loss of the first vehicle, and the difference between the individual power supply profile of the second vehicle and the simultaneous power supply profile of the second vehicle is calculated as the loss of the second vehicle.

4. When the control device supplies power to the first vehicle and the second vehicle simultaneously, When the acceptable power of both the first vehicle and the second vehicle exceeds the distribution limit obtained by equally distributing the maximum upper limit between the first and second vehicles, the power supplied to both the first vehicle and the second vehicle is limited to the distribution limit. The power supply system according to claim 3, wherein when at least one of the acceptable power of the first vehicle and the acceptable power of the second vehicle is less than the distribution upper limit, the total of the power supplied to the first vehicle and the power supplied to the second vehicle is limited so as not to exceed the maximum upper limit.

5. The control device is A first charging profile, which is waveform data of the predicted amount of power that can be accepted until the first vehicle is fully charged, and a second charging profile, which is waveform data of the predicted amount of power that can be accepted until the second vehicle is fully charged, are obtained from the first vehicle and the second vehicle, respectively. The individual power supply profiles for the first vehicle and the second vehicle are calculated from the first charging profile, the second charging profile, and the maximum upper limit. The power supply system according to claim 4, wherein the simultaneous power supply profile for the first vehicle and the simultaneous power supply profile for the second vehicle are calculated from the first charging profile, the second charging profile, and the distribution upper limit value.

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