Power supply system, server, and power adjustment method

Abstract

To select a vehicle for power adjustment of an external power supply from vehicles travelling a power supply lane so that the power supply lane can easily provide stable adjustment force to the external power supply.SOLUTION: A power supply system includes a power supply facility and a vehicle management device. The power supply facility receives supply of power from an external power supply, and supplies power to a vehicle travelling a power supply lane. The vehicle management device manages a plurality of vehicles configured to use the power supply facility, and selects an adjustment vehicle from the plurality of managed vehicles. The vehicle management device selects an alternative vehicle which power-adjusts the external power supply instead of the adjustment vehicle which stops power adjustment halfway from the vehicles travelling the power supply lane when any of the selected adjustment vehicles stops power adjustment of the external power supply halfway using the power supply facility.SELECTED DRAWING: Figure 8

Description

[Technical field]

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

[0002] For example, Japanese Patent Application Laid-Open No. 2015-95983 (Patent Document 1) discloses energy management through contactless charging (power reception) or power supply by a vehicle parked on the premises of a residence. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2015-95983 A Summary of the Invention [Problem to be solved by the invention]

[0004] Incidentally, an xEV (for example, an electric vehicle) that can store power supplied from outside the vehicle can act as a regulator of an external power source (for example, a regulator that levels out power supply and demand). In recent years, technology that supplies power to an xEV while it is in motion has been attracting attention, and it is conceivable to use such technology to regulate the power of an external power source. Hereinafter, a lane on which power supply equipment is installed is also referred to as a "power supply lane." A power supply lane is also generally referred to as a "charging lane."

[0005] The power supply lane can provide power regulation to the external power source by adjusting the power of the external power source using a vehicle traveling in the power supply lane. However, the selected adjustment vehicle does not necessarily continue adjusting the power of the external power source to the end. The adjustment vehicle may stop adjusting the power of the external power source halfway through. For example, if the adjustment vehicle exits the exit of the power supply lane in the middle of adjusting the power of the external power source, the adjustment vehicle will not be able to continue adjusting the power through the power supply lane. For this reason, the adjustment power provided by the power supply lane to the external power source is likely to become unstable.

[0006] The present disclosure has been made to solve the above-mentioned problems, and its purpose is to select a vehicle for adjusting the power of an external power source from among vehicles traveling in a power supply lane, so that the power supply lane can more easily provide stable adjustment power to an external power source. [Means for solving the problem]

[0007] A power supply system according to a first aspect of the present disclosure includes a power supply facility and a vehicle management device. The power supply facility is configured to receive power from an external power source and supply power to a vehicle traveling in a travel lane. The vehicle management device is configured to manage a plurality of vehicles configured to be able to use the power supply facility, and to select an adjustment vehicle for adjusting the power of the external power source from among the plurality of managed vehicles. When any of the selected adjustment vehicles stops adjusting the power of the external power source using the power supply facility midway, the vehicle management device is configured to select, from among the vehicles traveling in the travel lane, a substitute vehicle that adjusts the power of the external power source instead of the adjustment vehicle that stopped adjusting the power midway. Hereinafter, the above-mentioned travel lane (the travel lane in which the power supply facility is provided as described above) is also referred to as a "power supply lane".

[0008] According to the above configuration, even if an adjustment vehicle (a vehicle selected for adjusting the power of an external power source) stops adjusting the power of the external power source midway, an alternative vehicle adjusts the power of the external power source in place of the adjustment vehicle, so that a shortage of adjustment power by the power supply lane is suppressed. This makes it easier for the power supply lane to provide a stable adjustment power to the external power source.

[0009] The adjustment capability refers to the overall capability of adjusting power of an external power source (frequency control, supply and demand balance adjustment, etc.), and includes reserve power. The external power source may be a power grid (for example, a microgrid, or a large-scale power grid established as infrastructure). The external power source may supply AC power or DC power. The vehicle management device may be a stationary server, or may be mounted on a mobile terminal. The vehicle management device may include one or more computers. The vehicle management device may be a cloud server.

[0010] When a request is made for power adjustment of an external power source during a specified adjustment period, the vehicle management device monitors whether the adjustment vehicle selected in response to this request is traveling in the power supply lane during the adjustment period, and if any of the adjustment vehicles leaves the power supply lane during the adjustment period, it may determine that the adjustment vehicle has stopped adjusting the power of the external power source midway.

[0011] According to the above configuration, it is possible to easily and accurately determine whether the adjustment vehicle has stopped adjusting the power of the external power supply midway.

[0012] The power supply lane and the non-power supply lane may be provided on the same road. The vehicle management device may determine that the adjustment vehicle has left the power supply lane when the adjustment vehicle exits from an exit of the power supply lane and when the adjustment vehicle changes lanes from the power supply lane to the non-power supply lane.

[0013] According to the above configuration, it is possible to easily and accurately detect that the adjustment vehicle has left the power supply lane.

[0014] Each of the vehicles managed by the vehicle management device may be equipped with a power storage device. The vehicle management device may monitor the SOC of the power storage device equipped in the selected adjustment vehicle, and use the SOC of the power storage device equipped in the adjustment vehicle to determine whether the adjustment vehicle has stopped adjusting the power of the external power source midway.

[0015] According to the above configuration, it is possible to easily and accurately determine whether the adjustment vehicle has stopped adjusting the power of the external power supply midway.

[0016] When any of the selected adjustment vehicles stops adjusting the power of the external power source midway, the vehicle management device may be configured to preferentially select, as a replacement vehicle, from among the vehicles traveling in the power supply lane, a vehicle located close to the adjustment vehicle that stopped adjusting the power midway.

[0017] The regulation power acting on the external power source when the regulation vehicle exchanges power with the power supply facility may vary depending on the position (location) of the regulation vehicle. In the above configuration, a vehicle located close to the regulation vehicle that has stopped power regulation midway is preferentially selected as a replacement vehicle, making it easier for the power supply lane to provide a stable regulation power to the external power source.

[0018] The vehicle management device may divide the power supply lane into a plurality of blocks and perform area management for each block. When any of the selected adjustment vehicles stops adjusting the power of the external power source midway, the vehicle management device may be configured to preferentially select, as a replacement vehicle, a vehicle traveling in the same block as the adjustment vehicle that stopped adjusting the power midway, or a block associated with the block in the power supply lane.

[0019] The vehicle management device divides the power supply lane into multiple blocks, performs area management for each block, and associates areas (blocks) with similar adjustment power acting on the external power source when the adjustment vehicle exchanges power with the power supply equipment, making it easier to select an appropriate substitute vehicle. In the above configuration, a vehicle traveling in the same block as the adjustment vehicle that stopped power adjustment midway is traveling, or in a block associated with that block, is preferentially selected as a substitute vehicle, making it easier for the power supply lane to provide stable adjustment power to the external power source.

[0020] In any of the above-described power supply systems, each of the multiple vehicles managed by the vehicle management device may include a power storage device. When any of the selected adjustment vehicles stops adjusting the power of the external power source midway, the vehicle management device may be configured to select a replacement vehicle from among the vehicles traveling in the power supply lane using at least one of the SOC, full charge capacity, rated charge power, and rated discharge power of the power storage device.

[0021] According to the above configuration, it becomes easier to select an appropriate substitute vehicle according to the required adjustment power. The vehicle management device may be configured to preferentially select a vehicle with a large full charge capacity of the power storage device as a substitute vehicle from among the vehicles traveling in the power supply lane. A vehicle equipped with a power storage device with a large full charge capacity tends to be more likely to meet the request for power adjustment.

[0022] Each vehicle selected as an adjustment vehicle when charging for power adjustment of an external power source is requested may include a power storage device configured to be chargeable with power from a power supply facility while traveling in a power supply lane. The vehicle management device may be configured to determine charging power for each adjustment vehicle when charging for power adjustment of an external power source is requested, and to transmit a first command to the adjustment vehicle traveling in the power supply lane to cause charging with the determined charging power. The adjustment vehicle may be configured to charge the power storage device with power from the power supply facility in accordance with the first command.

[0023] In the above configuration, the vehicle management device can, for example, remotely control the adjustment vehicle (more specifically, control the charging of the storage device equipped in the adjustment vehicle), making it possible to easily and accurately operate the storage device as an adjustment power.

[0024] Each vehicle selected as an adjustment vehicle when discharge is requested for power adjustment of the external power source may include a power storage device configured to be able to discharge to the external power source via a power supply facility while traveling in the power supply lane. When discharge is requested for power adjustment of the external power source, the vehicle management device may be configured to determine the discharge power for each adjustment vehicle and transmit a second command to the adjustment vehicle traveling in the power supply lane to cause the adjustment vehicle to discharge at the determined discharge power or stop charging. The adjustment vehicle may be configured to discharge from the power storage device to the external power source or stop charging of the power storage device in accordance with the second command.

[0025] In the above configuration, the vehicle management device can, for example, remotely control the adjustment vehicle (more specifically, control the discharge or stop charging of the storage device equipped in the adjustment vehicle), making it possible to easily and accurately operate the storage device as an adjustment force.

[0026] The vehicle management device may be configured to predict the number of vehicles traveling in the power supply lane in a predetermined period, and use the predicted number of vehicles to bid for adjustment power in the power market in the predetermined period. With this configuration, the vehicle management device is more likely to win (contract) in the power market for the available adjustment power predicted from the number of vehicles (more specifically, the number of vehicles traveling in the power supply lane) on the day when power adjustment is required. Then, the adjustment power won by the vehicle management device is more likely to be provided from the power supply lane to an external power source as contracted.

[0027] A server according to a second aspect of the present disclosure is configured to manage a plurality of vehicles. Each of the plurality of vehicles managed by the server is configured to be able to use a power supply facility. The power supply facility is configured to receive power from an external power source and supply power to a vehicle traveling in a travel lane. The server is configured to select an adjustment vehicle for adjusting the power of the external power source from among the plurality of vehicles. When any of the selected adjustment vehicles stops adjusting the power of the external power source using the power supply facility midway, the server is configured to select, from among the vehicles traveling in the travel lane, a substitute vehicle that performs power adjustment of the external power source instead of the adjustment vehicle that stopped adjusting the power midway.

[0028] As with the power supply system described above, the server also makes it possible to select vehicles (adjustment vehicles and alternative vehicles) for adjusting the power of an external power source from among the vehicles traveling in the power supply lane, so that the power supply lane can more easily provide stable adjustment power to the external power source.

[0029] A power adjustment method according to a third aspect of the present disclosure includes selecting an adjustment vehicle for adjusting power of an external power source from among vehicles traveling in a driving lane equipped with power supply equipment that receives power from an external power source, operating the adjustment vehicle for adjusting power of the external power source, and when any of the selected adjustment vehicles stops adjusting power of the external power source using the power supply equipment midway, selecting an alternative vehicle from among the vehicles traveling in the driving lane to perform power adjustment of the external power source in place of the adjustment vehicle that stopped adjusting power midway, and operating the alternative vehicle for adjusting power of the external power source.

[0030] In the above power adjustment method, similarly to the power supply system described above, it becomes possible to select a vehicle for adjusting the power of the external power source from among the vehicles traveling in the power supply lane so that the power supply lane can easily provide a stable adjustment power to the external power source. Then, it becomes possible for the selected vehicle to adjust the power of the external power source. Effect of the Invention

[0031] According to the present disclosure, it is possible to select an adjustment vehicle from a group of vehicles traveling in a power supply lane so that the power supply lane can easily provide a stable adjustment capacity to an external power source. [Brief description of the drawings]

[0032] [Figure 1] 1 is a diagram illustrating an overall configuration of a power supply system according to an embodiment of the present disclosure. [Diagram 2] 2 is a diagram illustrating the configuration of each of the vehicle, the server, and the power supply facility illustrated in FIG. 1. [Diagram 3]3 is a flowchart showing a process relating to power supply executed by the vehicle, the server, and the power supply facility shown in FIG. 2. [Figure 4] FIG. 2 is a diagram for explaining an arrangement of power supply equipment according to an embodiment of the present disclosure. [Diagram 5] FIG. 5 is a plan view showing the overall configuration of the road shown in FIG. 4. [Figure 6] 4 is a flowchart showing a process related to a market transaction executed by the vehicle management device shown in FIG. [Figure 7] 4 is a flowchart showing a process related to monitoring of the supply and demand balance executed by the vehicle management device shown in FIG. [Figure 8] 4 is a flowchart illustrating a power adjustment method according to an embodiment of the present disclosure. [Figure 9] 9 is a flowchart showing details of the power adjustment shown in FIG. 8. [Figure 10] FIG. 13 is a diagram showing a modified example of a method for selecting a substitute vehicle. [Figure 11] FIG. 6 is a diagram showing a modified example of the road shown in FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0033] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are designated by the same reference characters and their description will not be repeated.

[0034] Fig. 1 is a diagram showing an overall configuration of a power supply system according to an embodiment of the present disclosure. Referring to Fig. 1, the power supply system includes a vehicle management device 1000 and a plurality of power supply facilities (hereinafter, when no distinction is made, each power supply facility is referred to as "power supply facility 300"). The vehicle management device 1000 includes servers 200 and 500 that are capable of communicating with each other. The server 200 corresponds to a computer belonging to an aggregator (hereinafter, may be referred to as "aggregator server").

[0035] The power system PG is a power grid constructed by power transmission and distribution facilities. A plurality of power plants are connected to the power system PG. The power system PG receives power supply from these power plants. In this embodiment, a power company maintains and manages the power system PG (commercial power source). The power company is a general power transmission and distribution business operator, and corresponds to a TSO (Transmission System Operator). The power system PG supplies AC power (for example, three-phase AC power). The server 700 corresponds to a computer belonging to the TSO (hereinafter, may be referred to as a "TSO server"). The server 700 may have an intermediate supply system (central load dispatching center system) and a simple command system built in. The server 200 and the server 700 are configured to be able to communicate with each other via a communication network NW. The power system PG according to this embodiment corresponds to an example of an "external power source" according to the present disclosure.

[0036] The server 500 is configured to manage the vehicle group VG. The vehicle group VG includes a plurality of vehicles configured to be able to use the power supply facility 300. The server 500 is configured to periodically communicate with each vehicle included in the vehicle group VG. The number of vehicles included in the vehicle group VG may be 10 or more and less than 100, 100 or more and less than 500, or 500 or more. In this embodiment, the vehicle group VG includes about 200 vehicles. Hereinafter, when no distinction is required, each vehicle included in the vehicle group VG will be referred to as a "vehicle 100". The vehicle 100 is a vehicle (managed vehicle) managed by the vehicle management device 1000.

[0037] The power supply facility 300 includes a power transmission coil 320 provided on a road. The vehicle 100 is configured to receive power from a power supply system (more specifically, the power transmission coil 320). The vehicle 100 is configured to be able to communicate with each of the servers 200 and 500 via a communication network NW. The communication network NW is a wide area network constructed by, for example, the Internet and a wireless base station. Each of the servers 200 and 500 is connected to the communication network NW via, for example, a communication line. The server 200 and the server 500 may communicate directly without going through the communication network NW, or may communicate through the communication network NW. The power supply facility 300 is configured to be able to wirelessly communicate with the vehicle 100. The vehicles 100 included in the vehicle group VG may be configured to be able to perform vehicle-to-vehicle communication (V2V communication) with each other. In this embodiment, the power supply facility 300 accesses the communication network NW by wireless communication and communicates with the server 200 via the communication network NW. However, the present invention is not limited to this configuration. The server 200 and the power supply facility 300 may be directly connected to each other via a communication line and may communicate with each other without going through the communication network NW.

[0038] Vehicle 100 has a configuration shown in Fig. 2, which will be described below. Vehicle 100 corresponds to an example of an object (power supply object) to which power supply equipment 300 supplies power in a power supply system. Fig. 2 is a diagram showing the configurations of vehicle 100, server 200, and power supply equipment 300.

[0039] Referring to FIG. 2, the vehicle 100 includes a battery 110, a monitoring module 110a, a PCU (Power Control Unit) 120, a motor generator (hereinafter referred to as "MG") 130, an electronic control unit (hereinafter referred to as "ECU") 150, a receiving coil 160, a charger / discharger (D-CHG) 165, an autonomous driving sensor 170, a navigation system (hereinafter referred to as "NAVI") 180, an HMI (Human Machine Interface) 185, and a communication device 190.

[0040] The ECU 150 is a computer including a processor 151, a RAM (Random Access Memory) 152, and a storage device 153. The processor 151 may be a CPU (Central Processing Unit). The RAM 152 functions as a working memory that temporarily stores data processed by the processor 151. The storage device 153 is configured to be able to save stored information. In addition to programs, the storage device 153 stores information used by the programs (for example, maps, formulas, and various parameters). In this embodiment, the processor 151 executes the programs stored in the storage device 153, thereby executing various types of control in the vehicle 100. However, this is not limited to this, and the various types of control may be executed by dedicated hardware (electronic circuits).

[0041] The vehicle 100 includes a battery 110 that stores electric power for traveling. The vehicle 100 is configured to be able to travel using the electric power stored in the battery 110. The vehicle 100 according to this embodiment is an electric vehicle (BEV) that does not include an engine (internal combustion engine). A known vehicle power storage device (for example, a liquid type secondary battery, an all-solid-state secondary battery, or a battery pack) can be used as the battery 110. Examples of the vehicle secondary battery include a lithium ion battery and a nickel-metal hydride battery. The monitoring module 110a includes various sensors that detect the state of the battery 110 (for example, voltage, current, and temperature), and outputs the detection results to the ECU 150. The monitoring module 110a may be a BMS (Battery Management System) that further includes a SOC estimation function, a SOH (State of Health) estimation function, a cell voltage equalization function, a diagnosis function, and a communication function in addition to the above sensor functions. The ECU 150 can obtain the state of the battery 110 (for example, temperature, current, voltage, SOC, and internal resistance) based on the output of the monitoring module 110a. The SOC (State Of Charge) indicates the remaining amount of electricity stored in the electricity storage device, and is expressed as a ratio of the current amount of electricity stored to the amount of electricity stored in a fully charged state, for example, from 0 to 100%.

[0042] The PCU 120 includes, for example, an inverter, a converter, and a relay (hereinafter, referred to as "SMR (System Main Relay)"). The PCU 120 is controlled by the ECU 150. The MG 130 is, for example, a three-phase AC motor generator. The MG 130 is configured to be driven by the PCU 120 and rotate the drive wheels of the vehicle 100. The PCU 120 drives the MG 130 using power supplied from the battery 110. The MG 130 is also configured to perform regenerative power generation and supply the generated power to the battery 110. The number of motors (MGs) for running is arbitrary, and may be one, two, or three or more. The motor for running may be an in-wheel motor. The SMR is configured to switch between connection and disconnection of an electric path from the battery 110 to the MG 130. The SMR is in a closed state (connected state) when the vehicle 100 is running.

[0043] In this embodiment, the power receiving coil 160 is installed under the body of the vehicle 100 (for example, under the floor). However, the position of the power receiving coil can be changed as appropriate, and the power receiving coil may be provided near the wheel. The power receiving coil 160 is configured to perform wireless power transmission (i.e., contactless power transmission and reception) to the power transmitting coil 320 of the power supply system. Any method of wireless power transmission (WPT) may be used, and may be a magnetic resonance method or an electromagnetic induction method. Other methods may also be adopted. The charger / discharger 165 is located in the electric path from the power receiving coil 160 to the battery 110. The charger / discharger 165 is configured to convert the power supplied from the power supply system to the power receiving coil 160 into power suitable for charging the battery 110. The charger / discharger 165 is also configured to convert the power of the battery 110 into power suitable for external discharging (discharging to the outside of the vehicle).

[0044] The charger / discharger 165 includes, for example, an AC / DC conversion circuit that performs bidirectional power conversion, and a charge / discharge relay that switches between connection and disconnection of an electric path from the power receiving coil 160 to the battery 110. The AC / DC conversion circuit converts AC power input from the power receiving coil 160 into DC power and outputs the DC power to the battery 110. The AC / DC conversion circuit also converts DC power input from the battery 110 into AC power and outputs the AC power to the power receiving coil 160. The charger / discharger 165 may further include a DC / DC converter and a filter circuit. The charge / discharge relay is controlled by the ECU 150. The charge / discharge relay is basically in an open state (disconnected state), but is switched to a closed state (connected state) when charging of the battery 110 is performed by the power received by the power receiving coil 160. The charge / discharge relay is also switched to a closed state (connected state) when external discharging is performed through the power receiving coil 160.

[0045] The vehicle 100 is configured to be capable of being charged while the vehicle 100 is traveling. Charging the vehicle 100 while the vehicle 100 is traveling is a charging in which power from the power supply system (more specifically, the power transmitting coil 320) is input to the battery 110 via the power receiving coil 160 and the charger / discharger 165 while the vehicle 100 is traveling. When charging while the vehicle 100 is traveling is performed, the charge / discharge relay is closed while the vehicle 100 is traveling.

[0046] The vehicle 100 is an autonomous vehicle configured to be capable of autonomous driving. The vehicle 100 according to this embodiment is configured to be capable of both manned driving (driving with a person inside the vehicle) and unmanned driving (driving with no person inside the vehicle). The vehicle 100 is configured to be capable of autonomous driving without a person inside the vehicle, but can also be driven manually by a user (manned driving). The vehicle 100 may be configured to be capable of platooning.

[0047] The autonomous driving sensor 170 is a sensor used for autonomous driving. However, the autonomous driving sensor 170 may be used in a predetermined control when autonomous driving is not being performed. The autonomous driving sensor 170 includes a sensor that acquires information for recognizing the external environment of the vehicle 100 (hereinafter also referred to as an "external environment sensor"), a sensor that acquires information for recognizing the in-vehicle environment of the vehicle 100 (hereinafter also referred to as an "in-vehicle environment sensor"), and a sensor that acquires information regarding the behavior of the vehicle 100 (hereinafter also referred to as a "behavior sensor"). The detection results of each sensor are output to the ECU 150.

[0048] Examples of the external environment sensor include at least one of a camera facing the outside of the vehicle, a millimeter wave radar, and a lidar. The ECU 150 can recognize the external environment of the vehicle 100 based on the output of the external environment sensor. Examples of the in-vehicle environment sensor include at least one of a camera facing the inside of the vehicle and an infrared sensor. The ECU 150 can determine whether the vehicle 100 is in an occupied / unoccupied state based on the output of the in-vehicle environment sensor. The automatic driving sensor 170 may include a seating sensor or a seat belt sensor as the in-vehicle environment sensor. Examples of the behavior sensor include at least one of an IMU (Inertial Measurement Unit) and a GPS (Global Positioning System) sensor. The GPS sensor is a position sensor that uses GPS. The automatic driving sensor 170 may include at least one of a vehicle speed sensor, an acceleration sensor, and a yaw rate sensor as the behavior sensor. The ECU 150 can detect or predict the position and attitude (current state or future state) of the vehicle 100 based on the output of the behavior sensor.

[0049] NAVI180 includes a GPS module and a storage device. The storage device stores map information. The GPS module is configured to receive signals (hereinafter referred to as "GPS signals") from GPS satellites (not shown). NAVI180 can identify the position of the vehicle 100 using the GPS signals. NAVI180 is configured to perform route search to find an optimal route (e.g., the shortest route) from the current position of the vehicle 100 to a destination by referring to the map information. NAVI180 may wirelessly communicate with a data center to successively update the map information. A user can set a driving plan in NAVI180. When a driving plan is set in NAVI180, the driving plan is transmitted from the vehicle 100 to the server 500. The driving plan may include at least one of a driving route, a destination, and a driving schedule (e.g., an arrival time for each set location).

[0050] The HMI 185 includes an input device and a display device. The HMI 185 may include a touch panel display. The HMI 185 may include a smart speaker that accepts voice input. The HMI 185 may display various information input by a user and various information acquired from outside the vehicle (for example, the server 200). The HMI 185 may display a route searched by the NAVI 180.

[0051] The ECU 150 executes various controls related to the driving of the vehicle 100 (for example, drive control, braking control, and steering control). The ECU 150 is configured to execute automatic driving according to a predetermined automatic driving program. The ECU 150 may execute automatic driving according to a driving route and driving schedule set in the NAVI 180 by controlling an accelerator device, a brake device, and a steering device (none of which are shown) of the vehicle 100 using various information acquired by the automatic driving sensor 170. The automatic driving program may be updated successively by OTA (Over The Air).

[0052] The communication device 190 includes a long-range communication module and a short-range communication module. The long-distance communication module corresponds to a communication I / F (interface) for long-distance communication. The long-distance communication module includes, for example, a DCM (Data Communication Module). Furthermore, the long-distance communication module may include a communication I / F corresponding to at least one of 5G (5th generation mobile communication system) and WiMAX (registered trademark). The long-distance communication module is configured to be able to access the communication network NW (wide area network) shown in FIG. 1. The vehicle 100 (ECU 150) is configured to access the communication network NW by the long-distance communication module and to perform wireless communication with the server 200 through the communication network NW.

[0053] The short-range communication module corresponds to a communication I / F for short-range communication. The short-range communication has a shorter communication distance than the long-range communication. The communication distance of the short-range communication module may be less than 200 m, or may be 1 m or more and 30 m or less. Examples of short-range communication include communication by a wireless LAN (Local Area Network), Bluetooth (registered trademark), or ZigBee (registered trademark). In the short-range communication, at least one of RFID (Radio Frequency Identification) and DSRC (dedicated Short Range Communication) may be adopted. The vehicle 100 (ECU 150) is configured to perform short-range wireless communication with the power supply equipment 300 (more specifically, a communication device 340 described later) by the short-range communication module.

[0054] Communication device 190 may further include at least one of a communication module that performs vehicle-to-vehicle (V2V) wireless communication, a communication module that performs vehicle-to-infrastructure (V2I) wireless communication, and a communication module that performs wireless communication with a terminal brought into the vehicle (e.g., a smartphone or a wearable device).

[0055] The power supply facility 300 includes a plurality of power transmission coils 320 provided on the road, a power conversion circuit 330 provided for each of the power transmission coils 320, a monitoring module 330a provided for each of the power conversion circuits 330, a power supply relay 335, a communication device 340, a computer (hereinafter, referred to as "COM") 350, and a power supply line PL. The number of power transmission coils 320 included in the power supply facility 300 is arbitrary.

[0056] A plurality of power transmitting coils 320 and a plurality of power conversion circuits 330 provided on a road constitute a power supply circuit 310 that supplies power to vehicles traveling on the road. A monitoring module 330a includes a power supply sensor that detects input / output power of the corresponding power conversion circuit 330. The power conversion circuit 330 is electrically connected to the corresponding power transmitting coil 320. Each power conversion circuit 330 included in the power supply circuit 310 is electrically connected to a power supply line PL. The power supply line PL is electrically connected to a power system PG via a power supply relay 335.

[0057] The COM 350 includes a processor 351 (e.g., a CPU), a RAM 352, and a storage device 353. In addition to programs, the storage device 353 stores information used by the programs (e.g., maps, formulas, and various parameters). Although details will be described later, when power supply is reserved for the power supply equipment 300, information (e.g., identification information) related to the vehicle that has reserved the power supply is stored in the storage device 353. In this embodiment, the processor 351 executes the programs stored in the storage device 353, thereby performing various types of control in the power supply equipment 300. However, this is not limited to the above, and the various types of control may be performed by dedicated hardware (electronic circuitry).

[0058] The power conversion circuit 330 includes, for example, an inverter (INV) that performs bidirectional power conversion. The power supply relay 335 is configured to switch between connection and disconnection of the power supply path. The power conversion circuit 330 and the power supply relay 335 are controlled by the COM 350. The power supply relay 335 is basically in an open state (disconnected state), but is closed (connected state) when WPT is performed by the power transmission coil 320. In WPT from the power supply facility 300 to the vehicle (power supply lane), the power conversion circuit 330 receives power from the power supply line PL, generates power for WPT, and outputs the generated power to the power transmission coil 320. In addition, the power conversion circuit 330 performs power conversion according to the power of the power supply line PL on the power received by the power transmission coil 320 by WPT from the vehicle (power supply lane) to the power supply facility 300, thereby performing reverse power flow to the power system PG.

[0059] The monitoring module 330a includes various sensors (for example, a current sensor, a voltage sensor, and a temperature sensor) that detect the state of the corresponding power conversion circuit 330, and outputs the detection result to the COM 350. The monitoring module 330a is configured to detect each of the output power of the power conversion circuit 330 supplied to a vehicle on a road via the power transmitting coil 320, and the input power of the power conversion circuit 330 input from a vehicle on the road to the power conversion circuit 330 via the power transmitting coil 320. Specifically, the monitoring module 330a includes a current sensor and a voltage sensor for detecting the input / output power of the corresponding power conversion circuit 330.

[0060] A watt-hour meter 335a is provided on the power supply line PL. The watt-hour meter 335a measures the transition of the total value of the input / output power of all the power conversion circuits 330 included in the power supply equipment 300. The watt-hour meter 335a measures the adjustment amount (ΔkW) for each power supply equipment. The watt-hour meter 335a may be a smart meter. The watt-hour meter 335a measures the amount of power at predetermined time intervals, stores the measured amount of power, and transmits it to the server 200.

[0061] The communication device 340 includes a long-distance communication module and a short-distance communication module, similar to the above-mentioned communication device 190. The power supply facility 300 (COM350) is configured to access the communication network NW by the long-distance communication module and to perform wireless communication with the server 200 through the communication network NW. The power supply facility 300 (COM350) is also configured to perform short-distance wireless communication with the vehicle 100 (more specifically, the communication device 190) by the short-distance communication module. Therefore, when the vehicle 100 approaches the power supply facility 300, information can be exchanged between them by short-distance wireless communication.

[0062] The server 200 includes a communication device 210, a database 220, and a control device 250. The communication device 210 is configured to communicate with each of the vehicle 100 and the power supply equipment 300 through a communication network NW. The control device 250 is configured to exchange information bidirectionally with each of the power supply equipment 300 (COM 350) and the vehicle 100 (ECU 150).

[0063] The control device 250 includes a processor 251 (e.g., a CPU), a RAM 252, and a storage device 253. The storage device 253 stores information used by the programs (e.g., maps, formulas, and various parameters) in addition to programs. In this embodiment, the processor 251 executes the programs stored in the storage device 253, thereby executing various processes in the server 200. However, this is not limited to the above, and the various processes may be executed by dedicated hardware (electronic circuits).

[0064] The database 220 includes a map information database 221, a vehicle information database 222, and a power supply facility database 223. In the following, the database will be abbreviated as "DB."

[0065] The vehicle information DB 222 stores information about each vehicle registered in the server 200. In this embodiment, a plurality of vehicles 100 included in a vehicle group VG (FIG. 1) are registered in the server 200, and information about the plurality of vehicles 100 is managed in the vehicle information DB 222. The vehicle information DB 222 individually manages information about the vehicles (hereinafter also referred to as "vehicle information") in association with information that identifies the vehicles (hereinafter also referred to as "vehicle ID"). The vehicle information includes, for example, information indicating the vehicle specifications (e.g., vehicle type, full charge capacity, rated charging power, and rated discharging power), the status of the vehicle system (operating, stopped, abnormality occurred, etc.), the vehicle position, driving conditions (manned driving, unmanned driving, vehicle speed, etc.), the driving plan (e.g., destination), information regarding autonomous driving (e.g., target value for driving control), the status of the power storage device (e.g., SOC), information regarding power supply requests (presence or absence of request, requested power, etc.), information regarding charging fees, and information regarding the performance of power adjustment (e.g., incentives and penalties according to the performance of power adjustment).

[0066] The power supply equipment DB 223 stores information about each power supply equipment registered in the server 200. In this embodiment, a plurality of power supply equipment 300 are registered in the server 200, and information about the plurality of power supply equipment 300 is managed in the power supply equipment DB 223. The power supply equipment DB 223 individually manages information about the power supply equipment (hereinafter also referred to as "equipment information") in association with information for identifying the power supply equipment (hereinafter also referred to as "equipment ID"). The equipment information includes, for example, information indicating the specifications of the power supply equipment (e.g., manufacturer, model number, power supply method, and rated power supply), the location of the power supply equipment, information about the power supply record (e.g., vehicle ID of the vehicle to be supplied with power), and maintenance information (e.g., inspection time, part replacement time, and usage history).

[0067] The map information DB221 stores map information. The map information indicates various roads in a predetermined area. The control device 250 may refer to the map information DB221, the vehicle information DB222, and the power supply equipment DB223 to grasp the positions of the vehicles and the power supply equipment on the map. The server 200 may further obtain traffic congestion information and weather information from the outside. The traffic congestion information and weather information may be provided on the communication network NW by a known service, for example. The map information DB221, the vehicle information DB222, and the power supply equipment DB223 are updated to the latest information periodically or at a predetermined timing. In this embodiment, the server 500 sequentially receives predetermined vehicle information (for example, the vehicle's position, the driving situation, and the state of the power storage device) from each vehicle included in the vehicle group VG. The server 200 may request vehicle information from the server 500 as necessary, and update the vehicle information DB222 with the latest vehicle information received from the server 500.

[0068] In the power supply system shown in Fig. 1, power supply equipment 300 is configured to supply power to vehicle 100 in a traveling state in a non-contact manner. Fig. 3 is a flowchart showing a process executed by vehicle 100, power supply equipment 300, and server 200 when vehicle 100 receives power supply from power supply equipment 300. In the following, each step in the flowchart will be simply denoted as "S".

[0069] 1 and 2, first, in S200, vehicle 100 (ECU 150) makes a power supply request to server 200. The power supply request (S200) is executed when a predetermined condition (hereinafter, referred to as a "power supply start condition") is satisfied. For example, the power supply start condition may be satisfied when a user makes a predetermined input (input requesting power supply) to HMI 185 while vehicle 100 is traveling with a person present.

[0070] In the above-mentioned power supply request (S200), ECU 150 transmits a predetermined power supply request signal to server 200. The power supply request signal includes identification information (vehicle ID) of vehicle 100 and requested power (kW). ECU 150 may make a power supply request by specifying a power supply facility to which power supply is requested. In this case, ECU 150 transmits a power supply request signal to server 200 that includes information for identifying the power supply facility (for example, a facility ID and / or a location). Hereinafter, vehicle 100 that has made a power supply request to server 200 is referred to as a "target vehicle."

[0071] When the server 200 receives the power supply request signal from the target vehicle, the server 200 executes the process of S400. In S400, the control device 250 identifies the power supply facility to which the target vehicle requests power supply, and transmits a predetermined power supply reservation signal to the identified power supply facility. When the power supply facility is not specified by the power supply request signal, the control device 250 may identify the power supply facility to which the target vehicle requests power supply, using vehicle information of the target vehicle (for example, the vehicle position, the driving plan, and the SOC of the battery 110). The control device 250 may transmit a power supply reservation signal to one or more power supply facilities located on the planned driving route of the target vehicle, for example. In this case, the location information of the power supply facility for which power supply is reserved may be transmitted from the server 200 to the target vehicle, and the driving route including the power supply facility may be set in the NAVI 180 of the target vehicle. When the driving route including the reserved power supply facility is set in the NAVI 180, the target vehicle may start automatic driving toward the reserved power supply facility according to the driving route.

[0072] The power supply reservation signal includes information about the target vehicle (for example, a vehicle ID and requested power). The control device 250 may add vehicle information extracted from the vehicle information DB 222 based on the vehicle ID indicated in the power supply request signal to the power supply reservation signal. Hereinafter, the power supply facility for which power supply is reserved (i.e., the power supply facility to which the server 200 transmits the power supply reservation signal) is referred to as the "target facility." In this embodiment, the power supply facility 300 shown in FIG. 2 is the target facility.

[0073] When the target equipment (power supply equipment 300) receives the power supply reservation signal, vehicle information (for example, vehicle ID and requested power) included in the power supply reservation signal is registered in the target equipment, and the process of S310 is executed. When the server 200 transmits power supply reservation signals to multiple power supply equipment 300, the series of processes (S310 to S350) shown in Fig. 3 are executed for each target equipment (power supply equipment 300). When one power supply equipment 300 receives power supply reservation signals from multiple vehicles 100, the target equipment (power supply equipment 300) executes the series of processes (S310 to S350) shown in Fig. 3 for each target vehicle.

[0074] In S310, the COM 350 of the target facility judges whether or not the target vehicle has approached the communication device 340 of the target facility installed on the road. The communication device 340 is configured to be capable of short-distance communication with the vehicle 100. Hereinafter, the range in which the target facility is capable of short-distance communication is also referred to as the "power supply zone." The presence of the vehicle 100 in the power supply zone means that the vehicle 100 has approached the target facility (including the power supply circuit 310 and the communication device 340). When the COM 350 receives the vehicle ID of the target vehicle through short-distance communication, it judges YES in S310. While the target vehicle is not approaching (NO in S310), the judgment in S310 is repeatedly executed. When the COM 350 does not confirm the approach of the target vehicle even after a predetermined time has elapsed since the reservation of power supply (reception of a power supply reservation signal), it may end the series of processes shown in FIG. 3 by timeout and cancel the reservation.

[0075] When the target vehicle (vehicle 100) approaches the target facility (YES in S210) after transmitting the power supply request signal (S200), short-range communication between the target facility and the target vehicle is started. Then, in S220, ECU 150 of the target vehicle transmits a predetermined power supply start signal to the target facility by short-range communication. The power supply start signal includes identification information (vehicle ID) of the target vehicle. Continuing short-range communication between the target facility and the target vehicle means that the target vehicle is present within the power supply zone of the target facility.

[0076] When the target facility (power supply facility 300) receives the power supply start signal, the COM 350 of the target facility collates the vehicle ID registered by the power supply reservation signal with the vehicle ID included in the power supply start signal. If the two match, YES is determined in S310, and the process proceeds to S320. In S320, the COM 350 sets the power supply circuit 310 to a power transmission active state (a state in which WPT is possible). As a result, power is supplied from the power conversion circuit 330 to the power transmission coil 320. During power transmission, the power supply relay 335 is maintained in a closed state (connected state). If the power receiving coil 160 of the vehicle 100 is present above the power transmission coil 320, WPT from the target facility to the vehicle 100 is performed. After authentication using the vehicle ID, the COM 350 may control the power supply circuit 310 and the power supply relay 335 so that power transmission is started in accordance with the timing of the vehicle passing. Then, the COM 350 performs power transmission control in S330. Specifically, the COM 350 controls the power conversion circuit 330 (inverter) so that power corresponding to the power required by the target vehicle is supplied to the power transmitting coil 320. The detection value of the power supply by the monitoring module 330a during power supply is sequentially recorded in the storage device 353 together with the acquisition time.

[0077] On the other hand, after transmitting the power supply start signal (S220), the ECU 150 of the target vehicle sets the charger / discharger 165 to a power receiving active state (a state in which charging is possible while traveling) in S230. This causes the charge / discharge relay to be in a closed state (connected state), and power from the target facility (power supply facility 300) is input to the battery 110 via the power receiving coil 160 and the charger / discharger 165 of the target vehicle. Next, the ECU 150 performs charging control of the battery 110 in S240. Specifically, the ECU 150 controls the charger / discharger 165 so that the power (charging power) input to the battery 110 approaches the required power (kW). The ECU 150 also performs vehicle speed control of the target vehicle based on the required power amount (kWh). The slower the vehicle speed of the target vehicle is, the greater the amount of power input to the battery 110 is. Using the detected values ​​of the voltage and current of the battery 110, the ECU 150 can calculate the received power (kW) from the target facility and the amount of received power (kWh) obtained by integrating the received power over time.

[0078] In the next step S250, ECU 150 of the target vehicle determines whether charging of battery 110 has been completed. For example, when the charge amount reaches the required amount of power or when battery 110 is fully charged, charging is determined to have been completed. Also, when short-range communication with the target facility is interrupted (i.e., when the target vehicle leaves the power supply zone), charging is determined to have been completed. While charging is not completed (NO in S250), charging of battery 110 is performed in S240.

[0079] When charging is completed (YES in S250), ECU 150 of the target vehicle cancels the active power receiving state of charger / discharger 165 in S260. This stops charger / discharger 165 and opens the charge / discharge relay (cuts off). When the process of S260 is executed, the charging process in the target vehicle is completed.

[0080] In S340, the COM 350 of the target facility determines whether the target vehicle has left the power supply zone, and while the target vehicle is in the power supply zone (NO in S340), executes power transmission in S330. Then, when the target vehicle leaves the power supply zone (YES in S340), the COM 350 releases the power transmission active state of the power supply circuit 310 in S350. This stops the power conversion circuit 330 (inverter), and the supply of power to the power transmission coil 320 is stopped. The power supply relay 335 may be opened (disconnected) in S350, or may be maintained in a closed state (connected) in preparation for the next vehicle. When the process of S350 is executed, the power transmission process in the target facility ends.

[0081] In this embodiment, the power supply equipment 300 detects the approach of the vehicle 100 based on whether or not short-distance communication has been established between the vehicle 100 and the power supply equipment 300. However, the method of detecting the approach of the vehicle is not limited to this method and is arbitrary. For example, the approach of the vehicle may be detected by a sensor provided on the road or its surroundings.

[0082] Fig. 4 is a diagram for explaining the layout of the power supply equipment according to this embodiment. With reference to Fig. 4, a road R10 includes three travel lanes R1 to R3. Each of the travel lanes R1 and R2 corresponds to a power supply lane, and the travel lane R3 corresponds to an unpowered lane. The travel lane R2 is located between the travel lanes R1 and R3. In this embodiment, the power supply lane (travel lanes R1, R2) and the unpowered lane (travel lane R3) are provided on the same road R10.

[0083] The power supply system according to this embodiment includes a plurality of power supply facilities 300A and a plurality of power supply facilities 300B embedded in a road R10. The power supply facilities 300A are arranged at a predetermined interval in the travel lane R1. The power supply facilities 300B are arranged at a predetermined interval in the travel lane R2. The interval between the power supply facilities 300A in the travel lane R1 and the interval between the power supply facilities 300B in the travel lane R2 may be the same or different. Each of the power supply facilities 300A and the power supply facilities 300B has the same configuration as the power supply facility 300 shown in FIG. 2. The power supply facility 300A is configured to receive power from the power system PG and supply power to a vehicle traveling in the travel lane R1. The power supply facility 300B is configured to receive power from the power system PG and supply power to a vehicle traveling in the travel lane R2. Each of the travel lanes R1 and R2 corresponds to an example of a "travel lane" according to the present disclosure. Each of the power supply facilities 300A and 300B corresponds to an example of a "power supply facility" according to the present disclosure.

[0084] FIG. 5 is a plan view showing the overall configuration of the road R10 shown in FIG. 4. Referring to FIG. 5 together with FIG. 1 and FIG. 2, the road R10 has an entrance and an exit of a power supply lane. A power supply lane (driving lanes R1, R2) is provided in the range from the entrance to the exit on the road R10. In the example shown in FIG. 5, each vehicle traveling on the road R10 is a vehicle 100 (FIG. 2) included in a vehicle group VG (FIG. 1). The control device 250 of the server 200 is configured to be able to communicate with each vehicle traveling on the road R10 and each of the power supply facilities 300A, 300B via the communication network NW. Hereinafter, among the vehicles 100 traveling on the road R10, the vehicle 100 traveling in the power supply lane is also referred to as a "power supply lane vehicle".

[0085] A vehicle traveling in either of the driving lanes R1 and R2 corresponds to a power supply lane vehicle. In the example shown in FIG. 5, there are N power supply lane vehicles on the power supply lane (driving lanes R1 and R2). In FIG. 5, these power supply lane vehicles are designated as V1, V2, V3, V4, . . . , V N-3 ,V N-2 ,V N-1 ,V N The subscript "V" indicates the number of vehicles from the end. For example, V5 is the fifth power supply lane vehicle from the end. Note that vehicle Va, which is before the entrance to the power supply lane, does not qualify as a power supply lane vehicle. Vehicle Vb, which has passed the exit of the power supply lane, also does not qualify as a power supply lane vehicle. Vehicles (for example, vehicle Vc) traveling in driving lane R3 (non-power supply lane) also do not qualify as power supply lane vehicles.

[0086] An electric power meter Sr is provided between the electric power system PG and the power supply lane (travel lanes R1, R2) of the road R10. The electric power meter Sr measures the transition of the total value of the input / output power of all the power supply equipment (power supply equipment 300A, 300B) provided in the power supply lane of the road R10. The electric power meter Sr sequentially measures and records the total power input from the electric power system PG to the power supply lane of the road R10 and the total power output from the power supply lane of the road R10 to the electric power system PG. The adjustment amount (ΔkW) by the power supply lane of the road R10 is measured by the electric power meter Sr. The electric power meter Sr may be a smart meter. The electric power meter Sr measures the amount of power at predetermined time intervals, stores the measured amount of power, and transmits it to the server 200. Hereinafter, the power detected by the electric power meter Sr is also referred to as "lane power".

[0087] When a request for power regulation occurs (i.e., when power regulation of the power system PG is requested), the control device 250 of the server 200 executes vehicle selection to select a regulation vehicle (i.e., a vehicle that operates or waits to provide regulation power) for power regulation of the power system PG from the vehicle group VG (FIG. 1). In this embodiment, when any of the selected regulation vehicles stops power regulation of the power system PG using the power supply equipment 300A or 300B midway, the control device 250 is configured to select an alternative vehicle that performs power regulation of the power system PG instead of the regulation vehicle that has stopped power regulation midway from among the vehicles traveling in the power supply lane of the road R10. In such a power supply system, even if the regulation vehicle stops power regulation of the power system PG midway, the alternative vehicle performs power regulation of the power system PG instead of the regulation vehicle, so that a shortage of regulation power due to the power supply lane of the road R10 is suppressed. This makes it easier for the power supply lane to provide stable regulation power to the power system PG.

[0088] In this embodiment, an adjustment power request occurs when the control device 250 wins a bid for the adjustment power of the power system PG in the power market. In the power market, trading is carried out with electricity as a commodity. Each commodity is bought and sold, for example, by a bidding method. The adjustment power of the power system PG is also traded in the power market. The adjustment power gives the power system PG flexibility (the ability to change the production or consumption of electricity according to power fluctuations). In the power market, products are traded in units of frames. A frame is a frame into which a day is divided into unit times. In this embodiment, trading is carried out for 48 frames, each of which is divided into 30-minute units. The market closing time for each frame is called "GC (Gate Close)". In this embodiment, the GC is one hour before the frame start time.

[0089] The aggregator performs electronic commerce using the server 200. The server 200 performs trading of adjustment power in the electricity market. Accounting of the market trading is managed by the server 200. When the server 200 wins a bid for adjustment power in the electricity market, it generates an adjustment power request corresponding to the won adjustment power.

[0090] FIG. 6 is a flowchart showing a process related to market transactions executed by the server 200. The process shown in this flowchart is executed when a predetermined condition is met. The predetermined condition may be met at a predetermined time or periodically. The predetermined condition may be met when the server 200 receives a bidding instruction from a user. The server 200 may determine a suitable timing for bidding based on at least one of the market price, meteorological information (including weather forecast information), and the demand history of the vehicle group VG, and may execute the process shown in FIG. 6 at the suitable timing for bidding. The electricity market is, for example, a spot market (day-ahead market). However, the electricity market is not limited to this, and may be an hour-ahead market (intraday market), a supply-demand adjustment market, or a capacity market.

[0091] 1, 2, and 5, and FIG. 6, in S11, the control device 250 of the server 200 predicts the number of vehicles 100 traveling in the power supply lane (traveling lanes R1, R2) of the road R10 in a predetermined period (for example, a frame corresponding to each product). Hereinafter, the predetermined period is also referred to as a "transaction target period". The control device 250 may predict the number of vehicles using vehicle information (for example, a driving plan) managed in the vehicle information DB 222. The control device 250 may predict the number of vehicles based on the degree of congestion in the power supply lane predicted from traffic information. The server 200 may acquire traffic information through VICS (Vehicle Information and Communication System) (registered trademark).

[0092] In the next S12, the control device 250 predicts the adjustment power that the power supply lane (travel lanes R1, R2) of the road R10 can provide during the transaction period, using the number of vehicles 100 predicted in S11. The greater the number of vehicles 100 predicted in S11, the greater the adjustment power (upper limit of adjustment power) that the power supply lane of the road R10 can provide during the transaction period. The control device 250 may predict the adjustment power by further using information on the charge and discharge specifications (for example, at least one of the full charge capacity, the rated charge power, and the rated discharge power) of each vehicle 100 predicted to be present on the power supply lane of the road R10 during the transaction period.

[0093] In the next step S13, the control device 250 selects a trading object using the adjustment power predicted in S12, and makes a bid for the selected trading object. Then, in S14, the control device 250 receives a notification from the market administrator that the bid product (adjustment power) has been accepted. Thereafter, when the start time of the accepted adjustment power (start time of the trading period) arrives, the control device 250 generates a adjustment power request corresponding to the accepted adjustment power in S15. As described above, the server 200 is configured to predict the number of vehicles traveling in the power supply lane in a predetermined period (S11), and to use the predicted number of vehicles to make a bid for adjustment power in the predetermined period in the electricity market (S13).

[0094] When a request for adjustment power occurs in S15, the server 200 (aggregator) is requested to provide adjustment power during the transaction period. That is, the transaction period becomes an adjustment period (period during which the provision of adjustment power is requested). The aggregator (successful bidder) that wins the bid for adjustment power adjusts power within the range of the winning bid amount (ΔkW contract amount) relative to the reference value (kW). The winning bid amount may be positive (upward adjustment power) or negative (downward adjustment power). The winning bidder notifies the market administrator of the reference value by GC (one hour before the start time of the winning frame). The power supply lanes of the road R10 are notified to the market administrator in advance as resources (for example, list patterns) to be used for power adjustment. The server 200 performs power adjustment using the power supply lanes of the road R10 in one or more winning frames (adjustment period). The server 200 controls lane power (power detected by the watt-hour meter Sr) according to commands from the server 700 (TSO server), for example. If the output command value is changed during the adjustment period, the server 200 changes the output (lane power) of the power supply lane to that value within the response time of the product requirement. If the output command value remains the same during the adjustment period, the server 200 continues the output (lane power) of the power supply lane according to the command for at least the duration of the product requirement. After the completion of all the successful bids for the frames, the server 200 transmits the performance data of the power adjustment for the frames to the server 700.

[0095] The aggregator is responsible for achieving simultaneous balancing of the power grid PG, separate from the above-mentioned market transactions. The aggregator corresponds to a BRP (Balance Responsible Party). In this embodiment, a planned value simultaneous balancing system is adopted. The aggregator submits planned values ​​for each frame to a specified organization in advance. In this embodiment, the length of the frame (unit time) is 30 minutes. The specified organization may be the Organization for Cross-regional Coordination of Transmission Operators (OCCTO). The deadline for changing the planned value (submission deadline for supply and demand planned value) in the planned value simultaneous balancing system is GC (one hour before the frame), and the planned value cannot be changed after the GC. The imbalance of simultaneous balancing (mismatch with the planned value) is evaluated for each frame. The aggregator that caused the imbalance is obligated to pay an imbalance fee (penalty).

[0096] The aggregator monitors the supply and demand balance (simultaneous balancing) of the power system PG using the server 200. Fig. 7 is a flowchart showing a process related to the monitoring of the supply and demand balance executed by the server 200. The process shown in this flowchart may be started at the start time of a predetermined frame (a frame to be monitored).

[0097] 1, 2, and 5, in S21, the control device 250 of the server 200 acquires actual supply and demand in the relationship between the aggregator (more specifically, each resource managed by the aggregator) and the power system PG. The actual supply and demand may include at least one of the amount of power (power demand) used by the aggregator after receiving supply from the power system PG and the amount of power (power supply) supplied by the aggregator to the power system PG. The actual supply and demand is detected by a sensor in each resource (including the power supply lane of road R10) managed by the aggregator, for example.

[0098] In the next step S22, the control device 250 judges whether the imbalance in the power grid PG in the frame to be monitored has exceeded a predetermined allowable range. While the imbalance is within the allowable range (NO in S22), the processes of S21 and S22 are repeated. Then, when the imbalance has exceeded the allowable range (YES in S22), the control device 250 generates an adjustment power request to eliminate the imbalance in S23.

[0099] An imbalance in the amount of simultaneous supply and demand corresponds to, for example, the difference between the planned supply and demand value and the actual supply and demand value. For example, if a demand forecast is incorrect and the actual value of demand (power consumption) is greater than the planned value, an imbalance in the amount of simultaneous supply and demand occurs. Also, if a power generation forecast (for example, a forecast of power generated by solar power generation or wind power generation) is incorrect and the actual value of supply (power generation) is greater than the planned value, an imbalance in the amount of simultaneous supply and demand occurs.

[0100] When an adjustment capacity request occurs in S23, the server 200 (aggregator) is requested to provide adjustment capacity in the monitored frame. That is, the monitored frame (30 minutes) becomes the adjustment period. The server 200 adjusts the actual supply and demand using the power supply lanes of the road R10 so that the imbalance with respect to the planned value (kWh) in the monitored frame becomes sufficiently small.

[0101] When an adjustment power request occurs in S15 of Fig. 6 or S23 of Fig. 7, the server 200 starts a series of processes shown in Fig. 8, which will be described below. Fig. 8 is a flowchart showing a power adjustment method according to this embodiment.

[0102] 1, 2, and 5, and also FIG. 8, in S51, the control device 250 of the server 200 acquires the number of vehicles 100 (hereinafter, referred to as "number N") traveling in the power supply lane (travel lanes R1, R2) of the road R10. Note that, although an example in which the number N is 10 or more is shown in FIG. 5, the number N changes from moment to moment depending on the entry and exit status of the vehicles 100 to and from the power supply lane. Depending on the status of the power supply lane, the number N may be less than 10.

[0103] The control device 250 may detect the number N of vehicles by using vehicle information (e.g., vehicle positions) managed in the vehicle information DB 222. The control device 250 can obtain the latest data from the server 500. The control device 250 may detect the number N of vehicles by using information obtained from the power supply facility 300. For example, each power supply facility (power supply facilities 300A, 300B) provided in the power supply lane of the road R10 may sequentially transmit the vehicle ID of a vehicle that has passed the power supply facility together with the facility ID of the power supply facility to the server 200.

[0104] The control device 250 may detect the number N of vehicles by using information acquired from the road R10 or the vehicle 100 traveling on the road R10. For example, the control device 250 may detect the number N by using a sensor or a camera (for example, an N system or a traffic counter) provided on the road R10. Alternatively, a first communication device (not shown) provided near the entrance of the power supply lane of the road R10 may perform wireless communication with a vehicle that has newly entered the power supply lane. The first communication device may notify the vehicle that has entered the power supply lane, receive the vehicle ID of the vehicle (the vehicle ID of the rearmost vehicle), and transmit the vehicle ID of the rearmost vehicle to the server 200. Also, a second communication device (not shown) provided near the exit of the power supply lane of the road R10 may perform wireless communication with a vehicle that has exited the power supply lane. The second communication device may notify the vehicle (the exiting vehicle that was the leading vehicle until just before) that it has exited the power supply lane, receive a vehicle ID (the vehicle ID of the exiting vehicle) from the vehicle, and transmit the vehicle ID of the exiting vehicle to the server 200. Furthermore, the vehicles 100 on the power supply lane of the road R10 may exchange information (for example, vehicle IDs and vehicle positions) with each other through V2V communication (vehicle-to-vehicle communication). Information indicating the surrounding conditions of each vehicle 100 on the power supply lane may be transmitted from each vehicle 100 to the server 200.

[0105] In the next S52, the control device 250 acquires lane power (power detected by the watt-hour meter Sr). In the next S53, the control device 250 determines a target adjustment power by using the lane power and the requested adjustment power (the magnitude of adjustment power requested by the generated adjustment power request). With respect to an adjustment power request resulting from a successful bid in the electricity market, the control device 250 may determine the target adjustment power based on, for example, the requested adjustment power indicated by a command from the server 700 (TSO server) and the lane power detected by the watt-hour meter Sr. With respect to an adjustment power request resulting from an imbalance of simultaneous power, the control device 250 may determine the target adjustment power based on, for example, a planned value, an actual supply and demand, and the lane power.

[0106] In the next S54, the control device 250 judges whether the power supply lane of the road R10 is adjusting the power of the power system PG. In the first processing routine, it is judged that the power adjustment of the power system PG has not started yet (NO in S54), and the processing proceeds to S56. In S56, the control device 250 selects an adjustment vehicle (vehicle 100 for adjusting the power of the power system PG) from among the N power supply lane vehicles. In this embodiment, the control device 250 selects a vehicle 100 corresponding to a target adjustment capacity (more specifically, a target adjustment capacity determined based on the magnitude of the requested adjustment capacity) from among the N power supply lane vehicles as an adjustment vehicle. Specifically, the control device 250 selects the remaining vehicle 100 from among the N power supply lane vehicles as an adjustment vehicle based on the vehicle information (for example, the full charge capacity, SOC, rated charging power, and rated discharging power of the battery 110) of each vehicle 100 traveling in the power supply lane of the road R10, excluding the vehicle 100 that does not correspond to the target adjustment capacity (request adjustment capacity). For example, when charging is requested for power adjustment of the power system PG, the control device 250 may exclude vehicles 100 with a higher SOC than a predetermined SOC (e.g., an SOC close to a fully charged state) from the selection candidates. Also, when discharging is requested for power adjustment of the power system PG, the control device 250 may exclude vehicles 100 with a lower SOC than a predetermined SOC (e.g., an SOC close to an empty state) from the selection candidates. Then, the control device 250 may select all of the vehicles 100 remaining as selection candidates as adjustment vehicles. However, without being limited thereto, the control device 250 may select a required number of vehicles 100 according to the target adjustment capacity (requested adjustment capacity) as adjustment vehicles based on a predetermined criterion.

[0107] In the next S57, the control device 250 notifies the user terminal of each selected adjustment vehicle of the start of power adjustment. The user terminal may be a terminal mounted on the vehicle or a mobile terminal carried by the vehicle user. In this embodiment, the process shown in FIG. 3 is not executed for each selected adjustment vehicle among the N power supply lane vehicles, and charging and discharging control is executed by the process shown in FIG. 9 described later. On the other hand, the power supply lane vehicles not selected as the adjustment vehicles can receive power supply from the power supply lane (traveling lanes R1 and R2) of the road R10 by the process shown in FIG. 3. However, the present invention is not limited to this, and the server 200 (control device 250) may prohibit charging using the power supply lane (traveling lanes R1 and R2) of the road R10 when discharge for power adjustment of the power system PG is requested.

[0108] In the next step S58, the control device 250 executes power adjustment of the power system PG. Fig. 9 is a flowchart showing the details of the power adjustment.

[0109] 1, 2, and 5, and FIG. 9, in S101, the control device 250 distributes the target adjustment power to each adjustment vehicle. For example, when the target adjustment power is the adjustment power on the charging side (i.e., when charging for power adjustment is requested), the control device 250 determines the charging power for each adjustment vehicle. The control device 250 may determine the charging power for each adjustment vehicle based on the vehicle information of each adjustment vehicle (e.g., the SOC and rated charging power of the battery 110). The control device 250 may allocate large charging power to an adjustment vehicle with a large rated charging power and an adjustment vehicle with a low SOC. Also, when the target adjustment power is the adjustment power on the discharging side (i.e., when discharging for power adjustment is requested), the control device 250 determines the discharging power for each adjustment vehicle. The discharging power allocated to the adjustment vehicle may be 0 kW (charging stopped). The control device 250 may determine the discharging power for each adjustment vehicle based on the vehicle information of each adjustment vehicle (e.g., the SOC and rated discharging power of the battery 110). The control device 250 may allocate a large discharge power to a regulated vehicle having a large rated discharge power and a regulated vehicle having a high SOC.

[0110] In the next S102, the control device 250 transmits a command (hereinafter referred to as an "adjustment command") for operating each adjustment vehicle according to the adjustment capacity (charging power or discharging power) determined in S101 to each adjustment vehicle traveling in the power supply lane (traveling lanes R1, R2) of road R10 and to each power supply equipment (power supply equipment 300A, 300B) provided in the power supply lane of road R10. The adjustment command is transmitted to the power supply equipment 300A, 300B together with the vehicle ID of the adjustment vehicle.

[0111] The power adjustment by WPT between the adjustment vehicle and the power supply facility 300 (power supply facility 300A or 300B) is performed in a manner similar to the process shown in FIG. 3. However, the adjustment vehicle executes charge / discharge control according to the adjustment command from the server 200 (control device 250) in S240. When the power supply facility 300 receives the vehicle ID from the adjustment vehicle through short-range communication (YES in S310), it executes charge / discharge control according to the adjustment command corresponding to the vehicle ID in S330. Each adjustment vehicle traveling in the power supply lane of the road R10 executes charge control, discharge control, or charge stop control according to the adjustment command from the server 200, thereby adjusting the power of the power system PG. The control device 250 can increase the demand of the power system PG by sending a command (command A) to the adjustment vehicle to increase the charging power of the battery 110 in the adjustment vehicle. Moreover, the control device 250 can suppress an increase in demand for the electric power grid PG by sending a command (command B) to the adjustment vehicle to prohibit charging of the battery 110 in the adjustment vehicle. Moreover, the control device 250 can increase the supply of the electric power grid PG by sending a command (command C) to the adjustment vehicle to execute V2G (Vehicle to Grid) from the adjustment vehicle to the electric power grid PG.

[0112] When charging is requested by the generated adjustment capability request, the control device 250 transmits an adjustment command (first command) to each adjustment vehicle to execute charging with the charging power determined in S101. When the adjustment vehicle (ECU 150) receives an adjustment command (first command) to execute charging with the charging power determined in S101, the adjustment vehicle charges the battery 110 with power from the power supply facility 300 according to the adjustment command. On the other hand, when discharging is requested by the generated adjustment capability request, the control device 250 transmits an adjustment command (second command) to each adjustment vehicle to execute discharging with the discharging power determined in S101 or stop charging. When the adjustment vehicle (ECU 150) receives an adjustment command (second command) to execute discharging with the discharging power determined in S101 or stop charging, the adjustment vehicle executes discharging from the battery 110 to the power system PG or stop charging of the battery 110 according to the adjustment command. In this way, the lane power is controlled according to the generated adjustment capability request. When the process of S102 is executed, the series of processes shown in FIG. 9 ends, and the process proceeds to S59 in FIG.

[0113] 1, 2, and 5, in S59, the control device 250 determines whether the adjustment period of the generated adjustment power request has ended. If it is within the adjustment period (NO in S59), the process returns to S51, and the above-described processes of S51 to S54 are executed. In the second and subsequent processing routines, it is determined that power adjustment of the power system PG has already started (YES in S54), and the process proceeds to S55.

[0114] In S55, the control device 250 determines whether or not any of the adjustment vehicles undergoing power adjustment (the adjustment vehicles selected in the most recent S56) has stopped the power adjustment of the power system PG midway.

[0115] Specifically, the control device 250 monitors whether or not the adjustment vehicle selected in response to the generated adjustment power request is traveling in the power supply lane of the road R10 during the adjustment period. The control device 250 may grasp the current traveling position of each adjustment vehicle by using vehicle information (for example, the vehicle position) managed in the vehicle information DB 222. The control device 250 can sequentially obtain the latest data from the server 500. The control device 250 determines that the adjustment vehicle has left the power supply lane when the adjustment vehicle exits the exit of the power supply lane (traveling lanes R1 and R2) and when the adjustment vehicle changes lanes from the power supply lane (traveling lane R1 or R2) to the non-power supply lane (traveling lane R3). Then, when any of the adjustment vehicles leaves the power supply lane (traveling lanes R1 and R2) of the road R10 during the adjustment period, the control device 250 determines that the adjustment vehicle has stopped power adjustment of the power system PG midway.

[0116] In addition, the control device 250 monitors the SOC of the battery 110 of each selected adjustment vehicle during the adjustment period. The control device 250 uses the SOC of the battery 110 of the adjustment vehicle to determine whether the adjustment vehicle has stopped the power adjustment of the power system PG midway. If the SOC of the battery 110 of the adjustment vehicle is not within a predetermined range, the control device 250 determines that the adjustment vehicle has stopped the power adjustment of the power system PG midway, even if the adjustment vehicle is traveling in the power supply lane of the road R10. For example, when charging (increased demand) is requested due to an adjustment power request that has occurred, if there is an adjustment vehicle whose SOC of the battery 110 is equal to or higher than a predetermined SOC value (for example, an SOC value indicating a fully charged state), the control device 250 determines that the adjustment vehicle has stopped the power adjustment of the power system PG midway. Furthermore, when a discharge (increase in supply) is requested by the generated regulation power request, if there is a regulation vehicle whose SOC of the battery 110 is equal to or lower than a predetermined SOC value (for example, an SOC value indicating an empty state), the control device 250 determines that the regulation vehicle has stopped the power regulation of the power system PG midway. Furthermore, if the SOC of the battery 110 included in the regulation vehicle shows a behavior opposite to the requested regulation power (a decrease in response to a charge request, or an increase in response to a discharge request), the control device 250 determines that the regulation vehicle has stopped the power regulation of the power system PG midway.

[0117] If any of the adjustment vehicles stops power adjustment of the power system PG using the power feeding facilities 300A, 300B before the adjustment period expires (YES in S55), the control device 250 selects an alternative vehicle from among the vehicles 100 (excluding the vehicle 100 undergoing power adjustment) traveling in the power feeding lane of the road R10 in S56. The alternative vehicle is a vehicle 100 that performs power adjustment of the power system PG in place of the adjustment vehicle that stopped power adjustment midway.

[0118] For example, the control device 250 selects an alternative vehicle using the position of the vehicle 100 and at least one of the SOC, full charge capacity, rated charging power, and rated discharge power of the battery 110 included in the vehicle 100. Specifically, the control device 250 uses at least one of the SOC, full charge capacity, rated charging power, and rated discharge power of the battery 110 included in the vehicle 100 to determine whether each vehicle 100 traveling on the power supply lane of the road R10 corresponds to the target adjustment capacity (required adjustment capacity). Then, the control device 250 excludes the vehicle 100 (adjustment vehicle) undergoing power adjustment and the vehicle 100 not corresponding to the target adjustment capacity (required adjustment capacity) from among the vehicles 100 traveling on the power supply lane of the road R10, and selects the vehicle 100 closest to the adjustment vehicle that stopped power adjustment of the power system PG midway as the alternative vehicle from among the remaining vehicles 100. When multiple adjustment vehicles stop power adjustment of the power system PG midway, an alternative vehicle is selected for each of the adjustment vehicles.

[0119] The vehicle 100 determined to have stopped power adjustment of the power system PG in S55 is excluded from the adjustment vehicles in S56. Then, the substitute vehicle selected in S56 becomes the new adjustment vehicle. In this embodiment, when any of the adjustment vehicles stops power adjustment of the power system PG midway, the server 200 (control device 250) preferentially selects, as a substitute vehicle, a vehicle 100 located near the adjustment vehicle that stopped power adjustment midway from among the vehicles 100 traveling in the power supply lane of the road R10. The adjustment power acting on the power system PG when the adjustment vehicle exchanges power with the power supply equipment 300A or 300B may vary depending on the position (location) of the adjustment vehicle. In the above configuration, a vehicle located near the adjustment vehicle that stopped power adjustment midway is preferentially selected as a substitute vehicle, so that the power supply lane of the road R10 is more likely to provide a stable adjustment power to the power system PG.

[0120] When the selection of the substitute vehicle (S56) is completed, the control device 250 notifies the user terminal of the selected substitute vehicle of the start of power adjustment in S57. Then, in S58, the power adjustment of the power system PG is performed by the new adjustment vehicle.

[0121] If all the adjustment vehicles are continuing the power adjustment of the power system PG (NO in S55), the process proceeds to S58 without going through S56 and S57. That is, in S58, the power adjustment of the power system PG by the adjustment vehicle is performed without changing the adjustment vehicle.

[0122] During the adjustment period, the power adjustment of the power system PG by the power supply lanes of the road R10 is performed by the process of S58 described above (see FIG. 9). Then, when the adjustment period has elapsed (YES in S59), the process of S60 is performed, and then the series of processes shown in FIG. 8 ends. In S60, the control device 250 notifies the user terminal of each adjustment vehicle of the end of the power adjustment. The user terminal may be a terminal mounted on the vehicle, or may be a mobile terminal carried by the vehicle user.

[0123] According to the power supply system having the configuration described above (see Figs. 1 to 9), it is possible to select an adjustment vehicle (a vehicle for adjusting the power of an external power source) from a group of vehicles traveling in the power supply lane so that the power supply lane can easily provide a stable adjustment power to the external power source (power system PG). Moreover, the power adjustment method according to this embodiment includes the processes shown in each of Figs. 6 to 9.

[0124] In S56 in Fig. 8, the server 200 selects an adjustment vehicle for adjusting the power of the power system PG from among the vehicles 100 traveling in the travel lanes (travel lanes R1 and R2) in which the power supply facilities 300A and 300B that receive power from the power system PG are provided. In S58 in Fig. 8 (the process shown in Fig. 9), the server 200 operates the adjustment vehicle for adjusting the power of the power system PG. In the process shown in Fig. 8, when any of the selected adjustment vehicles stops the power adjustment of the power system PG using the power supply facilities 300A and 300B midway (YES in S55), the server 200 selects in S56 from among the vehicles 100 traveling in the power supply lanes (travel lanes R1 and R2) of the road R10, an alternative vehicle that performs the power adjustment of the power system PG instead of the adjustment vehicle that stopped the power adjustment midway. 8, if YES is determined in S55, an alternative vehicle is selected in S56, and then in S58 (processing shown in FIG. 9), the server 200 operates the alternative vehicle (new adjustment vehicle) to adjust the power of the power system PG. This method also makes it easier for the power supply lane to provide a stable adjustment power to the external power source (power system PG). Then, the vehicle 100 selected as the adjustment vehicle or alternative vehicle can adjust the power of the power system PG.

[0125] The vehicle management device 1000 may be configured to divide the power supply lane of the road R10 into a plurality of blocks and perform area management of the road R10 for each block. Then, when it is determined in S55 of Fig. 8 that any of the selected adjustment vehicles has stopped power adjustment of the external power source (power system PG) midway, the vehicle management device 1000 may be configured to preferentially select, as a substitute vehicle, in the power supply lane in the following S56, a vehicle 100 traveling in the same block as the adjustment vehicle that stopped power adjustment midway is traveling in, or a block associated with that block.

[0126] Fig. 10 is a diagram showing a modified example of the method for selecting an alternative vehicle. Referring to Fig. 10, in this modified example, the control device 250 of the server 200 divides the power supply lane of the road R10 into blocks B1 to B5 and performs area management for each block. Information on the block division of the power supply lane (section information of the blocks B1 to B5) is stored in the map information DB 221 (Fig. 2). The power supply lane of the road R10 is divided into five blocks: a block B1 (first block) near the entrance, a block B3 (third block) in the center, a block B5 (fifth block) near the exit, a block B2 (second block) between the blocks B1 and B3, and a block B4 (fourth block) between the blocks B3 and B5.

[0127] When charging and discharging are performed on the power supply lane in each of the blocks B1 to B5, a regulating force acts on the power system PG. Among the blocks B1 to B5, a plurality of blocks having similar regulating forces acting on the power system PG are stored in the map information DB 221 in a mutually associated state. In S56 of FIG. 8 in this modification, the control device 250 of the server 200 preferentially selects, as a substitute vehicle, a vehicle 100 traveling in the same block as the block in which the adjustment vehicle that stopped power adjustment is traveling in the power supply lane of the road R10, or a block associated with that block. For example, in a form in which the regulating forces acting on the power system PG when the adjustment vehicle exchanges power between the power supply facilities 300A and 300B are similar between the blocks B2 and B4, the blocks B2 and B4 are stored in the map information DB 221 in a mutually associated state. Therefore, when the adjustment vehicle traveling in block B2 stops power adjustment midway, the control device 250 selects a vehicle 100 traveling in block B2 or B4 as a substitute vehicle for the adjustment vehicle. A vehicle 100 traveling in the same block B2 as the adjustment vehicle that stopped power adjustment midway may be selected as a substitute vehicle with priority over a vehicle 100 traveling in block B4 associated with block B2. Note that the priority order for selecting a substitute vehicle within a single block can be set arbitrarily. For example, in the above embodiment, the control device 250 may preferentially select a vehicle 100 suitable for the requested power adjustment as a substitute vehicle based on vehicle information of each vehicle 100 traveling within a single block (e.g., within block B2).

[0128] In the power supply system according to the above modification, a vehicle 100 traveling in the same block as the adjustment vehicle that stopped power adjustment midway is traveling, or in a block associated with that block, is preferentially selected as a substitute vehicle, so that the power supply lane of the road R10 can easily provide a stable adjustment power to the power system PG. The division of the blocks is not limited to the example shown in Fig. 10. The number of blocks is not limited to five and can be any number.

[0129] In a configuration in which the vehicle group VG managed by the vehicle management device 1000 includes vehicles that have promised to cooperate with power adjustment by contract (VPP contract vehicles) and other vehicles (non-VPP contract vehicles), the latter non-VPP contract vehicles may be excluded from the processing targets in the processes shown in Figures 6 to 9.

[0130] The vehicle 100 (FIG. 2) in the above embodiment includes a power storage device configured to be chargeable with power from the travel lane of the road R10 on which the vehicle is traveling. In a configuration in which the vehicle group VG managed by the vehicle management device 1000 includes vehicles (non-charging vehicles) that do not include a power storage device configured to be chargeable with power from the travel lane of the road R10 on which the vehicle is traveling, the vehicle management device 1000 may exclude such non-charging vehicles from the processing targets in the processing shown in FIGS. 8 and 9 when charging is requested for power adjustment of the power system PG (external power source).

[0131] The vehicle 100 (FIG. 2) in the above embodiment includes a power storage device configured to be capable of discharging to the power grid PG via the travel lane of the road R10 on which the vehicle is traveling. In an embodiment in which the vehicle group VG managed by the vehicle management device 1000 includes vehicles (non-V2G vehicles) that do not include a power storage device configured to be capable of discharging to the power grid PG via the travel lane of the road R10 on which the vehicle is traveling, the vehicle management device 1000 may exclude such non-V2G vehicles from the processing targets in the processing shown in FIGS. 8 and 9 when discharge for power adjustment of the power grid PG is requested.

[0132] The road to which the power supply system is applied is not limited to the road R10 shown in FIG. 5. The road to which the power supply system is applied may be a general road or an expressway. A gate through which only a predetermined vehicle (for example, a management vehicle or a vehicle that has reserved a power supply facility provided in the power supply lane) can pass may be provided at the entrance to the power supply lane of the road R10. The length of the power supply lane (an area on a road where a power supply facility is installed) is arbitrary, and may be, for example, 5 km or more and 100 km or less, or may be several kilometers. In the road R10 shown in FIG. 5, the number of power supply lanes is two lanes, and the number of non-power supply lanes is one lane, but non-power supply lanes with more lanes than the power supply lanes may be provided. The above-mentioned power supply system may be applied to a road having one power supply lane or three or more lanes of power supply lanes, or a road without a non-power supply lane.

[0133] Fig. 11 is a diagram showing a modified example of the road shown in Fig. 5. Referring to Fig. 11, a road R10A including a power supply lane branches into a first road R11 including a power supply lane and a second road R12 (non-power supply lane) not including a power supply lane. When the adjustment vehicle traveling on the power supply lane of the road R10A advances to the second road R12 in S55 of Fig. 8, the control device 250 may determine that the adjustment vehicle has stopped the power adjustment of the power system PG midway.

[0134] The system configuration is not limited to the configuration shown in Fig. 1. Another server (for example, a server of an upper aggregator) may be provided between server 700 and server 200. In the above embodiment, an on-premise server is adopted as each of servers 200 and 500 (see Fig. 1). However, this is not limiting, and functions of servers 200 and 500 (particularly functions related to vehicle management) may be implemented on a cloud by cloud computing. Also, at least a part of the functions of server 500 may be implemented in server 200.

[0135] The configuration of the management vehicle is not limited to the configuration described in the above embodiment (see FIG. 2). The vehicle group VG may include multiple types of management vehicles with different configurations. The configuration of the management vehicle may be changed as appropriate to a configuration dedicated to manned driving or a configuration dedicated to unmanned driving. For example, a vehicle dedicated to unmanned driving may not be equipped with parts (such as a steering wheel) for a person to operate the vehicle. The configuration of the management vehicle is not necessarily limited to a configuration equipped with an automatic driving function.

[0136] An xEV other than a BEV may be adopted as the management vehicle. An xEV (such as a hybrid vehicle, a fuel cell vehicle, or a range extender EV) that is configured to be capable of charging and / or discharging while traveling may be adopted as the management vehicle. The management vehicle may be a hybrid vehicle equipped with a hydrogen engine and a power storage device. The management vehicle may be equipped with a solar panel or may have a flying function. The management vehicle is not limited to a passenger car, and may be a bus or a truck. The management vehicle may be a privately owned vehicle (POV) or a MaaS (Mobility as a Service) vehicle. The MaaS vehicle is a vehicle managed by a MaaS operator. The management vehicle may be a multi-purpose vehicle customized according to the user's purpose of use. The management vehicle may be a mobile store vehicle, a robotaxi, an automated guided vehicle (AGV), or an agricultural machine. The management vehicle may be an unmanned or one-seater small BEV (for example, a micro pallet or an electric skater).

[0137] The embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The technical scope of the present disclosure is defined by the claims, not by the description of the embodiments described above, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0138] 100 vehicle, 110 battery, 150 ECU, 160 receiving coil, 165 charger / discharger, 200, 500, 700 server, 250 control device, 300, 300A, 300B power supply equipment, 310 power supply circuit, 320 transmitting coil, 330 power conversion circuit, 1000 vehicle management device, PG power system, R1, R2, R3 driving lanes, R10 road, Sr watt-hour meter.

Claims

1. A power supply facility that receives power from an external power source and supplies power to a vehicle traveling in a travel lane; a vehicle management device that manages a plurality of vehicles that are configured to be able to use the power supply equipment and selects an adjustment vehicle for adjusting the power of the external power supply from among the plurality of vehicles; The vehicle management device is configured to select, when any of the selected adjustment vehicles stops power adjustment of the external power source using the power supply equipment midway, from among the vehicles traveling in the driving lane, an alternative vehicle to perform power adjustment of the external power source in place of the adjustment vehicle that has stopped power adjustment midway.

2. The power supply system of claim 1, wherein when a power adjustment of the external power source during a specified adjustment period is requested, the vehicle management device monitors whether the adjustment vehicle selected in response to the request is traveling in the driving lane during the adjustment period, and if any of the adjustment vehicles leaves the driving lane during the adjustment period, it determines that the adjustment vehicle has stopped adjusting the power of the external power source midway.

3. The driving lane and the non-powered lane are provided on the same road, The power supply system of claim 2, wherein the vehicle management device determines that the adjustment vehicle has left the driving lane when the adjustment vehicle exits from an exit of the driving lane and when the adjustment vehicle changes lanes from the driving lane to the unpowered lane.

4. Each of the plurality of vehicles includes an electricity storage device; The power supply system according to any one of claims 1 to 3, wherein the vehicle management device monitors the SOC of the power storage device equipped in the selected adjustment vehicle, and uses the SOC of the power storage device equipped in the adjustment vehicle to determine whether the adjustment vehicle has stopped adjusting the power of the external power source midway.

5. The power supply system according to any one of claims 1 to 4, wherein when any of the selected adjustment vehicles stops power adjustment of the external power source midway, the vehicle management device is configured to preferentially select, from among the vehicles traveling in the driving lane, a vehicle that is close to the adjustment vehicle that stopped power adjustment midway as the replacement vehicle.

6. The vehicle management device divides the driving lane into a plurality of blocks and performs area management for each block, The power supply system according to any one of claims 1 to 4, wherein when any of the selected adjustment vehicles stops adjusting the power of the external power source midway, the vehicle management device is configured to preferentially select as the replacement vehicle a vehicle traveling in the same block in the driving lane as the adjustment vehicle that stopped adjusting the power midway, or a block associated with that block.

7. Each of the plurality of vehicles includes an electricity storage device; The power supply system according to any one of claims 1 to 6, wherein when any of the selected adjustment vehicles stops adjusting the power of the external power source midway, the vehicle management device is configured to select the replacement vehicle from among the vehicles traveling in the driving lane using at least one of the SOC, full charge capacity, rated charge power, and rated discharge power of the storage device.

8. each vehicle selected as the adjustment vehicle when charging for power adjustment of the external power supply is requested includes a power storage device configured to be chargeable with power from the power supply facility while traveling in the travel lane, the vehicle management device is configured, when charging for power adjustment of the external power source is requested, to determine a charging power for each of the adjustment vehicles, and to transmit a first command to the adjustment vehicle traveling in the travel lane to cause charging to be performed with the determined charging power; The power supply system according to any one of claims 1 to 7, wherein the adjustment vehicle is configured to charge the power storage device with electric power from the power supply facility in accordance with the first command.

9. Each vehicle selected as the adjustment vehicle when discharge for power adjustment of the external power supply is requested includes a power storage device configured to be able to discharge to the external power supply via the power supply facility while traveling in the travel lane, the vehicle management device is configured to determine a discharge power for each of the adjustment vehicles when discharge for power adjustment of the external power source is requested, and to transmit a second command to the adjustment vehicle traveling in the travel lane to execute discharge at the determined discharge power or to stop charging; The power supply system according to any one of claims 1 to 8, wherein the adjustment vehicle is configured to execute discharging from the power storage device to the external power source or to stop charging of the power storage device in accordance with the second command.

10. The power supply system according to any one of claims 1 to 9, wherein the vehicle management device is configured to predict a number of vehicles traveling in the travel lane in a predetermined period of time, and to use the predicted number of vehicles to bid for adjustment power in the electricity market in the predetermined period of time.

11. A server that manages a plurality of vehicles and is configured to be able to use a power supply facility that receives power from an external power source and supplies power to a vehicle traveling in a travel lane, the server is configured to select an adjustment vehicle for adjusting power of the external power supply from among the plurality of vehicles; The server is configured to select, when any of the selected adjustment vehicles stops adjusting the power of the external power source using the power supply equipment midway, an alternative vehicle from among the vehicles traveling in the driving lane to perform power adjustment of the external power source in place of the adjustment vehicle that has stopped adjusting the power midway.

12. selecting an adjustment vehicle for adjusting the power of the external power source from among vehicles traveling in a travel lane in which a power supply facility that receives power from the external power source is installed; operating the conditioning vehicle to condition power of the external power source; selecting, when any of the selected adjustment vehicles stops midway through power adjustment of the external power source using the power supply facility, a substitute vehicle that performs power adjustment of the external power source instead of the adjustment vehicle that has stopped midway through power adjustment, from among the vehicles traveling in the travel lane; operating the substitute vehicle to regulate power of the external power source; A power regulation method comprising:

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