Server and vehicle management method

Abstract

To effectively utilize electric power in a vehicle mounted with a battery capable of storing regenerative electric power.SOLUTION: An operation management server 1 manages a vehicle 2 mounted with a battery capable of storing regenerative electric power. The operation management server 1 comprises: a processor 11 which generates a message to be sent to the vehicle 2; and a storage 13 which stores travel history of a plurality of vehicles. The processor 11 predicts a trend of an electric power storage amount of the battery in a planned travel route of the vehicle 2 on the basis of a travel plan of the vehicle 2 and the travel history of the plurality of vehicles. The processor 11 generates a message, when predicting that the electric power storage amount will exceed a predetermined amount in the planned travel route, so as to propose execution of external electric power supply from the battery of the vehicle 2 before the electric power storage amount reaches the predetermined amount.SELECTED DRAWING: Figure 6

Description

[Technical field]

[0001] The present disclosure relates to a server and a vehicle management method, and more particularly to a management technique for a vehicle equipped with a battery capable of storing regenerative power. [Background technology]

[0002] The power selling information notification device disclosed in JP 2018-170823 A (Patent Document 1) includes a power selling information acquisition unit, a notification output unit, and a vehicle-side control unit. The power selling information acquisition unit acquires power selling information requesting power selling from charging systems located in the vicinity of a driving route between the current location and the vehicle's destination. The notification output unit outputs a notification related to the power selling information to a display medium. When the vehicle-side control unit determines that power selling to the charging system is possible, it controls the notification output unit to output a notification related to the power selling information in the charging system to the display medium. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2018-170823 A [Patent Document 2] JP 2003-276452 A Summary of the Invention [Problem to be solved by the invention]

[0004] In recent years, with the rise in environmental awareness and the tightening of the supply and demand of electricity, there is an increasing demand for effective use of the electricity stored in batteries mounted on vehicles. In particular, the inventors have focused on a situation (described below) in which electricity may be wasted in a vehicle mounted with a battery capable of storing regenerative electricity.

[0005] The present disclosure has been made to solve the above problems, and one of the objects of the present disclosure is to effectively utilize electric power in a vehicle equipped with a battery capable of storing regenerative electric power. [Means for solving the problem]

[0006] (1) A server according to an embodiment of the present disclosure manages vehicles equipped with batteries capable of storing regenerative power. The server includes a processor that generates a message to be sent to the vehicles and a storage device that stores driving histories of a plurality of vehicles. The processor predicts a change in the amount of stored power in the battery along a planned driving route of the vehicle based on a driving plan of the vehicle and the driving histories of the plurality of vehicles. When the amount of stored power is predicted to exceed a predetermined amount along the planned driving route, the processor generates a message to suggest the execution of external power supply from the battery to the outside of the vehicle before the amount of stored power reaches the predetermined amount.

[0007] In the above configuration (1), when the amount of stored power in the vehicle's battery is expected to exceed a predetermined amount, the server generates a message proposing advance external power feeding and transmits it to the vehicle. If the vehicle user accepts the proposal, the amount of stored power in the battery decreases, creating a surplus for storing regenerative power. Therefore, the above configuration (1) prevents the amount of stored power in the battery from exceeding a predetermined amount, and allows for effective use of regenerative power.

[0008] (2) The processor generates a message to include one or more power supply facilities for which the delay in the arrival time of the vehicle at the destination when external power supply is performed is within a predetermined time compared to when external power supply is not performed.

[0009] According to the above configuration (2), the detour associated with the external power supply does not result in an excessive detour, so the vehicle's travel plan (user's schedule) is not significantly disrupted. Therefore, the regenerative power can be effectively utilized without impairing the user's convenience.

[0010] (3) The processor generates a message such that a route from the vehicle's current location to one or more power supply facilities is displayed on a map.

[0011] According to the above configuration (3), the user can easily reach one or more power supply facilities. (4) The processor predicts the transition of the amount of stored electricity along the planned travel route based on a travel plan for the vehicle's downhill travel and travel histories for downhill travel of a plurality of vehicles.

[0012] According to the above configuration (4), the change in the state of charge (SOC) can be accurately predicted. (5) The one or more power supply facilities include a specific power supply facility configured to supply electric power received from the vehicle to a vehicle managed by a preregistered operator, and the processor generates a message to suggest the specific power supply facility in preference to power supply facilities other than the specific power supply facility.

[0013] According to the above configuration (5), businesses that have been registered in advance (transport businesses, delivery businesses, etc.) can receive power supply preferentially, and can more reliably secure power for running their vehicles.

[0014] (6) The one or more power supply facilities include a first power supply facility that requires conversion of DC power from a battery to AC power and a second power supply facility that supplies DC power from the battery as is, and the processor generates a message to suggest the second power supply facility as a priority over the first power supply facility.

[0015] According to the above configuration (6), since DC-AC conversion is not required, it is possible to reduce power loss associated with external power supply.

[0016] (7) A vehicle management method according to another aspect of the present disclosure uses a computer to manage a vehicle equipped with a battery capable of storing regenerative power. The vehicle management method includes first and second steps. The first step is a step of predicting a transition in the amount of stored power in the battery along a planned route of the vehicle based on a driving plan for the vehicle and driving histories of multiple vehicles. The second step is a step of proposing to the vehicle, before the amount of stored power reaches the predetermined amount, to perform external power supply from the battery to the outside of the vehicle when it is predicted that the amount of stored power will exceed a predetermined amount along the planned route.

[0017] According to the method (7) above, like the configuration (1) above, power can be used efficiently. Effect of the Invention

[0018] According to the present disclosure, it is possible to effectively utilize electric power in a vehicle equipped with a battery capable of storing regenerative electric power. [Brief description of the drawings]

[0019] [Figure 1] 1 is a diagram illustrating an example of an overall configuration of a power management system according to an embodiment of the present disclosure. [Diagram 2] FIG. 1 is a diagram illustrating an example of a configuration of a vehicle operation management system. [Diagram 3] FIG. 2 is a diagram showing an example of a vehicle travel route. [Figure 4] FIG. 11 is a diagram showing an example of a driving plan for a vehicle in a comparative example. [Diagram 5] 2 is a diagram for explaining an example of a driving plan for a vehicle in the present embodiment. FIG. [Figure 6] 10 is a flowchart showing a processing procedure performed by the fleet management server and the vehicle. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0020] 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 denoted by the same reference characters, and the description thereof will not be repeated.

[0021] [Embodiment Mode] <Overall configuration of the power management system> 1 is a diagram showing an example of an overall configuration of a power management system according to an embodiment of the present disclosure. The power management system includes a CEMS 500 and a power system 900 operated by a power utility (general electric utility, specified-scale electric utility, etc.). Note that CEMS stands for Community Energy Management System or City Energy Management System.

[0022] The CEMS 500 includes a CEMS server 501. The CEMS server 501 is a computer that manages power adjustment resources in the CEMS 500. The CEMS 500 includes, as power adjustment resources, a Factory Energy Management System (FEMS) 502, a Building Energy Management System (BEMS) 503, a Home Energy Management System (HEMS) 504, and Electric Vehicle Supply Equipment (EVSE) 505. Although not shown, the CEMS 500 may include other power adjustment resources such as a generator, a naturally fluctuating power source, and a power storage system. In the CEMS 500, a microgrid MG is constructed by these various power adjustment resources.

[0023] FEMS502 is a system that manages the supply and demand of electricity used in factories, and includes factory buildings (lighting fixtures, air conditioning equipment, etc.) and industrial equipment (production lines, etc.) that operate with electricity supplied from the microgrid MG. BEMS503 is a system that manages the supply and demand of electricity used in buildings such as offices and commercial facilities, and includes lighting fixtures, air conditioning equipment, etc. installed in buildings. HEMS504 is a system that manages the supply and demand of electricity used in homes, and includes household appliances (lighting equipment, air conditioning equipment, other electrical appliances, etc.) that operate with electricity supplied from the microgrid MG.

[0024] The EVSE 505 is typically a commercial or public charging station. The EVSE 505 may be a charger installed in a home. The EVSE 505 is electrically connected to the microgrid MG and configured to be capable of charging and discharging between the EVSE 505 and the microgrid MG.

[0025] The CEMS 500 further includes a traffic management server 1 and a plurality of vehicles 2. The traffic management server 1 manages the traveling (operation) of the plurality of vehicles 2. The traffic management server 1 is configured to be capable of two-way communication with the CEMS server 501. The traffic management server 1 corresponds to the "server" according to the present disclosure. The configuration of the traffic management system for the vehicles 2 using the traffic management server 1 will be described in detail with reference to FIG. 2.

[0026] Each of the multiple vehicles 2 is a vehicle equipped with a battery capable of storing regenerative power, and specifically, is a plug-in hybrid electric vehicle (PHEV), a battery electric vehicle (BEV), a fuel cell electric vehicle (FCEV), etc. The vehicle 2 is configured to be capable of supplying power from the microgrid MG to the vehicle 2 (external charging). Furthermore, the vehicle 2 is configured to be capable of supplying power from the vehicle 2 to the microgrid MG (external power supply). That is, the vehicle 2 is configured to be capable of both external charging and external power supply.

[0027] Although not shown, the vehicle 2 is equipped with a navigation device including a GPS (Global Positioning System) receiver capable of identifying the current location of the vehicle 2. The vehicle 2 is also equipped with a DCM (Data Communication Module) capable of transmitting various data / information of the vehicle 2 to the outside. The travel route of the vehicle 2 may be set by a user terminal 3 (see FIG. 2).

[0028] The power system 900 includes a business operator server 901 and a power grid 902. The business operator server 901 belongs to an electricity transmission and distribution business operator (typically an electric power company) and is a computer that manages the supply and demand of electricity in the power grid 902. The business operator server 901 is also configured to be capable of bidirectional communication with the CEMS server 501. The power grid 902 is a power network built by power plants and electricity transmission and distribution facilities.

[0029] <Configuration of Traffic Control System> 2 is a diagram showing an example of the configuration of a traffic management system for a vehicle 2. The traffic management server 1 includes a processor 11, a memory 12, a storage 13, and a communication device 14. The components of the traffic management server 1 are connected to each other by a bus (data line).

[0030] The processor 11 is, for example, a CPU (Central Processing Unit) or MPU (Micro Processing Unit), and is configured to execute a predetermined arithmetic processing described in a program. However, in this specification, the term "processor" is not limited to a processor in the narrow sense that executes processing by a stored program method, but may include hardwired circuits such as an ASIC (Application Specific Integrated Circuit) and an FPGA (Field-Programmable Gate Array). Therefore, the term "processor" can also be interpreted as a processing circuitry in which processing is defined in advance by computer-readable code and / or hardwired circuits.

[0031] The memory 12 includes a ROM (Read Only Memory) and a RAM (Random Access Memory). The ROM stores the programs executed by the processor 11, and also stores various information (maps, relational expressions, parameters, etc.) used in the programs. The RAM temporarily stores data generated by the execution of the programs in the processor 11 and data input via the communication device 14. The RAM also functions as a temporary data memory used as a working area.

[0032] The storage 13 is a rewritable non-volatile memory such as a hard disk drive (HDD), a solid state drive (SSD), a flash memory, etc. The storage 13 includes a driving plan database 131 and a driving history database 132.

[0033] The travel plan database 131 stores data related to a travel plan (operation plan) for each of the multiple vehicles 2. More specifically, the travel plan database 131 stores the current amount of charge (indicated by SOC (State Of Charge) in this example) in the battery of each vehicle 2. The travel plan database 131 also stores a planned travel route from the current position of each vehicle 2 to a destination point.

[0034] The driving history database 132 stores data on the driving history (operation performance) of each of the multiple vehicles 2. More specifically, the driving history database 132 stores data on the power consumption and regenerative power measured while each vehicle 2 is driving, for each vehicle type (make and model) of the vehicle 2 and for each of various driving conditions (driving route, vehicle speed, date, day of the week, weather, temperature, etc.). The driving history database 132 may further include other driving conditions that may affect the power consumption and regenerative power, such as an index indicating the driver's driving tendency (frequency of sudden acceleration / deceleration, etc.), on / off of the air conditioning system, tire air pressure, traffic congestion, etc.

[0035] The communication device 14 includes a communication interface with a network such as the Internet. The communication device 14 is configured to enable bidirectional communication with external devices of the fleet management server 1, specifically, a CEMS server 501 (see FIG. 1), a plurality of vehicles 2, a plurality of user terminals 3, and a plurality of EVSEs 505 (see FIG. 1). The user terminal 3 is a terminal that can be operated by a user of the vehicle 2, such as a smartphone, a tablet, or a PC (Personal Computer).

[0036] The fleet management server 1 is configured to execute the following processes via the communication device 14. The fleet management server 1 receives a request for adjusting power supply and demand from the CEMS server 501. The fleet management server 1 collects location information based on a GPS receiver (not shown) from each vehicle 2, and collects the SOC of the battery. Furthermore, the fleet management server 1 collects the driving conditions described above. The fleet management server 1 also transmits various messages to the vehicle 2 to be displayed on a MID (Multi Information Display) (not shown) of the vehicle 2. The fleet management server 1 may transmit messages to the user terminal 3. The fleet management server 1 can also obtain the availability of the EVSE 505 and reserve the EVSE 505.

[0037] <Driving plan and driving history> FIG. 3 is a diagram showing an example of a travel route of the vehicle 2. In this example, a situation is assumed in which the vehicle 2 travels from a current point to a destination point. Rest points A and B exist on a travel route R1 of the vehicle 2 between the current point and the destination point. Rest point C exists on another travel route R2 between the current point and the destination point. Rest points A to C are, for example, service areas or roadside stations, but may also be commercial facilities (shopping malls, restaurants, etc.). An EVSE 505 is installed at each of the rest points A to C. Here, in order to facilitate understanding of the features of the fleet management server 1 according to this embodiment, a travel plan for the vehicle 2 (a specific vehicle) in a comparative example will be described first.

[0038] Fig. 4 is a diagram showing an example of a travel plan for vehicle 2 in a comparative example. In Fig. 4 and Fig. 5, the horizontal axis represents the distance along the travel route (R1 in this example) from the current position of vehicle 2 to the destination point. The vertical axis represents the SOC of the battery installed in vehicle 2.

[0039] In this example, it is assumed that the battery SOC is already high at the current location of vehicle 2. Vehicle 2 travels downhill on the route from D1 to D3. This causes the battery SOC to rise. Vehicle 2 further travels downhill on the route from D4 to D8. This causes the battery SOC to rise further and reach its maximum value MAX (typically MAX=100%). In this case, in the section from D5 to D7 where the battery SOC has reached MAX, it is not possible to recover regenerative power that would normally be recoverable if the battery SOC was low. This results in a decrease in the electric power consumption and / or fuel efficiency of vehicle 2, and also in wasted power in the microgrid MG of CEMS 500.

[0040] Therefore, in this embodiment, a configuration is adopted that proposes executing external power supply from the battery to the microgrid MG of the CEMS 500 via the EVSE 505 when the SOC of the battery is expected to exceed the upper limit value UL of the appropriate range.

[0041] FIG. 5 is a diagram for explaining an example of a travel plan of the vehicle 2 in this embodiment. In this embodiment, external power supply to the vehicle 2 is executed at D2 (in this example, rest point A) located in the middle of the downhill travel from D1 to D3. The fleet management server 1 determines whether the SOC of the battery will exceed the upper limit value UL when the target vehicle 2 travels from the current point to the destination point along the planned travel route based on the travel history of multiple vehicles 2. The upper limit value UL (corresponding to the "predetermined amount" according to the present disclosure) is a value lower than the maximum value MAX, for example, UL=90%. When the SOC of the battery is expected to exceed the upper limit value UL, the fleet management server 1 generates a message proposing external power supply and transmits it to the vehicle 2 and / or the user terminal 3. This message is transmitted before the SOC of the battery exceeds the upper limit value UL.

[0042] If the user of vehicle 2 performs external power feeding according to the proposal from fleet management server 1, the SOC of the battery will drop significantly (the amount of drop is indicated by ΔSOC). Therefore, it is possible to prevent the SOC of the battery from reaching the maximum value MAX on the subsequent route from D4 to D7. As a result, it is possible to suppress the drop in the electric power consumption and / or fuel efficiency of vehicle 2 and suppress the generation of unnecessary electric power in CEMS 500.

[0043] Generally, batteries in a high SOC state are prone to degradation. Therefore, if the battery SOC is maintained at its maximum value MAX, the battery may deteriorate. By setting an upper limit value UL and preventing the SOC from reaching the maximum value MAX, the battery deterioration can be suppressed.

[0044] Moreover, the amount of power supplied from the outside, that is, the SOC decrease amount ΔSOC, is desirably determined so that the SOC does not reach the lower limit LL of the appropriate range (for example, LL=20%) while the vehicle 2 is traveling along the planned travel route.

[0045] <Processing flow> 6 is a flowchart showing the processing procedure by the fleet management server 1 and the vehicle 2. The processing shown in this flowchart is executed when a predetermined condition is met (for example, at every predetermined period). In the figure, a series of processes executed by the fleet management server 1 is shown on the left, and a series of processes executed by the vehicle 2 is shown on the right. Each process executed by the fleet management server 1 is realized by software processing by the processor 11, but may also be realized by hardware (electrical circuitry) arranged in the fleet management server 1. The same applies to the vehicle 2. Hereinafter, step is abbreviated as S.

[0046] The fleet management server 1 periodically collects the location information and SOC information of each vehicle 2. As described above, the fleet management server 1 is assumed to constantly collect the driving history of a large number of vehicles 2, including the target vehicle 2.

[0047] In S21, the vehicle 2 determines whether or not the driving plan of the vehicle 2 has been accepted. For example, the user inputs the destination point of the vehicle 2 by operating a navigation device (neither of which is shown) using the MID of the vehicle 2. Then, based on road congestion information and the like, a driving plan is generated that includes a planned driving route from the current position of the vehicle 2 to the destination point and the planned passing times of each point on the route. When the driving plan of the vehicle 2 is accepted (YES in S21), the vehicle 2 transmits the generated driving plan to the fleet management server 1 (S22).

[0048] In S11, the fleet management server 1 acquires information on whether the current or near future power demand is large, such as a demand shortage expected in the CEMS 500 (microgrid MG), from the CEMS server 501. Note that if the power supply is excessive relative to the power demand (NO in S11), the subsequent processing may be skipped.

[0049] If the power demand is high (YES in S11), the fleet management server 1 stores the driving plan received from the vehicle 2 in the driving plan database 131. Furthermore, the fleet management server 1 calculates the transition of the SOC (see FIG. 4) along the planned driving route of the vehicle 2 based on the received driving plan and the driving history stored in the driving history database 132 (S12). More specifically, the fleet management server 1 can estimate the SOC change of the vehicle 2 along the planned driving route of the vehicle 2 based on the driving history collected under similar driving conditions from a large number of vehicles of the same type (make and model) as the vehicle 2. Then, the fleet management server 1 can calculate the transition of the SOC along the planned driving route of the vehicle 2 based on the current SOC of the vehicle 2 and the estimated SOC change.

[0050] In S13, the fleet management server 1 determines whether the SOC exceeds the upper limit value UL (see FIG. 5) in the SOC transition calculated in S12. If the SOC is expected to exceed the upper limit value UL (YES in S13), the fleet management server 1 advances the process to S14 to extract candidates for points where external power supply is possible. Points where external power supply is possible are preferably rest points such as service areas, roadside stations, and commercial facilities as described in FIG. 3. This is because the waiting time for external power supply can be used for meals, shopping, leisure, etc.

[0051] In S14, the fleet management server 1 determines whether there is a rest point on or near the planned travel route of the vehicle 2 that can be reached before the SOC of the battery of the vehicle 2 reaches the maximum value MAX. In the example described in FIG. 3, there are rest points A to C, but as shown in FIG. 4, at rest point B, the SOC of the battery of the vehicle 2 reaches the maximum value MAX. Therefore, rest point B is excluded from candidates for points where external power supply is possible. If there is a rest point that can be reached before the SOC of the battery reaches the maximum value MAX (YES in S14), the fleet management server 1 proceeds to S15.

[0052] In S15, the fleet management server 1 judges whether there is a rest point on or near the planned travel route of the vehicle 2 where the delay due to external power supply is within the reference time. In other words, the fleet management server 1 judges whether the detour due to external power supply will not be an excessive detour. If the rest point C is selected in the example described in FIG. 3, the vehicle 2 has to make a large detour from the planned travel route, and the delay (time delay due to external power supply) will be longer than the reference time. The reference time is, for example, 15 minutes, but can be set to any time such as 30 minutes or 1 hour. If the arrival at the destination is significantly delayed due to external power supply, the impact on the user's schedule is large, which is inconvenient for the user. Therefore, the rest point C is excluded from candidates for points where external power supply is possible. Therefore, in this example, the rest point A where the SOC does not reach the maximum value MAX and the delay is within the reference time is extracted.

[0053] If there is a rest point where the delay is within the reference time (YES in S15), the fleet management server 1 advances the process to S16 and generates a message proposing a rest point where external power supply is possible. Then, the fleet management server 1 transmits the generated message to the vehicle 2.

[0054] Here, it is desirable for the fleet management server 1 to generate a message so that a route from the current position of the vehicle 2 to a rest point where external power supply is possible is displayed on a map. This allows the user to easily arrive at the rest point.

[0055] The EVSE 505 includes equipment (first power supply equipment) that needs to convert DC power from the vehicle battery into AC power, and equipment (second power supply equipment) that can directly supply DC power from the vehicle battery. It is desirable for the fleet management server 1 to preferentially propose the second power supply equipment over the first power supply equipment. This can reduce power loss associated with power conversion.

[0056] It is desirable for the fleet management server 1 to preferentially propose an EVSE 505 that is not in use or reserved over an EVSE 505 that is in use or reserved. This can reduce the waiting time for external power supply.

[0057] The fleet management server 1 may preferentially propose the EVSE 505 connected to a power facility (such as a power storage system) managed by a specific business operator so that the power externally supplied from the vehicle 2 is transmitted to the power facility. As a specific example, transportation businesses, home delivery businesses, and the like require a large amount of power (electricity amount) for vehicle operation. These businesses are registered in advance by entering into a contract with the administrator of the fleet management server 1. This allows the business operator to receive power supply preferentially and more reliably secure power for vehicle operation.

[0058] If the SOC is not expected to exceed the upper limit UL (NO in S13), if there is no rest point that can be reached before the SOC reaches the maximum value MAX (NO in S14), or if there is no rest point whose delay is within the reference time (NO in S15), the process of S16 is skipped. However, the processes of S14 and S15 are not essential.

[0059] The vehicle 2 travels to the rest point according to the message received from the fleet management server 1 (S23). If multiple rest points are proposed, the user of the vehicle 2 can appropriately select a rest point that meets his / her desires. When the vehicle 2 arrives at the rest point, external power supply from the vehicle 2 to the microgrid of the CEMS 500 is executed via the EVSE 505 (S24). After that, the vehicle 2 travels from the rest point toward the destination point (S25).

[0060] As described above, in this embodiment, when the SOC of the battery of the vehicle 2 is expected to exceed the upper limit value UL, the fleet management server 1 generates a message proposing advance external power feeding and transmits it to the vehicle 2. If the user of the vehicle 2 accepts the proposal, the SOC of the battery decreases, creating a margin for storing regenerative power. Therefore, according to this embodiment, the SOC of the battery is prevented from exceeding the upper limit value UL, and the regenerative power can be effectively used.

[0061] In addition, the fleet management server 1 proposes rest points where the delay due to external power supply is within a reference time, and excludes rest points where the delay exceeds the reference time from the proposals. This prevents the detour due to external power supply from being an excessive detour, and does not significantly disrupt the travel plan (user's schedule) of the vehicle 2. This is because the present embodiment is based on the idea of ​​prioritizing user convenience over reducing waste of power.

[0062] The embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The 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]

[0063] , 1 Traffic management server, 11 Processor, 12 Memory, 13 Storage, 131 Driving plan database, 132 Driving history database, 14 Communication equipment, 2 Vehicle, 3 User terminal, 500 CEMS, 501 CEMS server, 502 FEMS, 503 BEMS, 504 HEMS, 505 EVSE, 900 Power system, 901 Operator server, 902 Power system.

Claims

1. A server that manages a vehicle equipped with a battery capable of storing regenerative power, a processor for generating a message for transmission to the vehicle; A storage device storing driving histories of a plurality of vehicles; The processor, predicting a transition of the amount of stored power in the battery along a planned travel route of the vehicle based on a travel plan of the vehicle and travel histories of the plurality of vehicles; generating the message to suggest execution of external power feeding from the battery to the outside of the vehicle before the stored power amount reaches the predetermined amount when the stored power amount is expected to exceed a predetermined amount on the planned traveling route; The server generates the message so as to include one or more power supply facilities for which a delay caused by the external power supply is within a reference time, compared to a case in which the external power supply is not executed.

2. The server of claim 1 , wherein the processor generates the message such that a route from a current location of the vehicle to the one or more power supply facilities is displayed on a map.

3. The server according to claim 2 , wherein the processor predicts a transition of the amount of stored electricity along the planned travel route based on a travel plan for downhill travel of the vehicle and travel histories for downhill travel of the plurality of vehicles.

4. The one or more power supply facilities include a specific power supply facility configured to supply the electric power supplied from the vehicle to a vehicle managed by a pre-registered business operator, The server according to any one of claims 1 to 3, wherein the processor generates the message so as to suggest the specific power supply facility with priority over power supply facilities other than the specific power supply facility.

5. The one or more power supply facilities include a first power supply facility that requires conversion of DC power from the battery to AC power, and a second power supply facility that supplies DC power from the battery as is, The server according to any one of claims 1 to 3, wherein the processor generates the message to preferentially propose the second power supply facility over the first power supply facility.

6. A vehicle management method for managing a vehicle equipped with a battery capable of storing regenerative power by a computer, comprising: predicting a transition of a stored charge amount of the battery along a planned travel route of the vehicle based on a travel plan of the vehicle and travel histories of a plurality of vehicles; when the stored power amount is expected to exceed a predetermined amount on the planned traveling route, proposing to the vehicle to execute external power feeding from the battery to an outside of the vehicle before the stored power amount reaches the predetermined amount; The vehicle management method includes a step of proposing execution of external power supply so as to include one or more power supply facilities in which a delay associated with the external power supply is within a reference time compared to a case in which the external power supply is not executed.

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