Energy Management System

Abstract

To enable a resource manager to appropriately determine whether or not to stop ongoing energy management by understanding the incentives to be lost when the energy management is stopped.SOLUTION: An energy management system that provides incentives to a resource manager in exchange for energy management using resources, comprises a manager terminal operated by the manager. The manager terminal simultaneously displays an operation unit that accepts a withdrawal operation to stop energy management in the middle, for example, on a screen A1 while energy management using resources is being executed, and an incentive loss amount that the manager loses by stopping the energy management in the middle.SELECTED DRAWING: Figure 13

Description

[Technical field]

[0001] The present disclosure relates to an energy management system. [Background technology]

[0002] An electric utility may request energy management from a resource manager (hereinafter also referred to as a "consumer") through DR (demand response). An example of energy management is power adjustment in a power grid. However, few consumers will respond to a request for energy management. Therefore, a mechanism (hereinafter also referred to as an "incentive-type energy management system") is adopted in which an incentive (e.g., monetary or other reward) is given to a consumer who responds to a request for energy management from an electric utility. For example, a mechanism is known in which an incentive is paid by an electric utility to a consumer who responds to a request for energy management from the electric utility. JP 2019-159628 A (Patent Document 1) discloses a display device that calculates and displays a provisional incentive in order to inform a consumer of the progress of DR in real time. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2019-159628 A Summary of the Invention [Problem to be solved by the invention]

[0004] According to the display device described in Patent Document 1, a consumer (resource manager) can be notified of a provisional incentive in real time during DR. However, the resource manager does not necessarily check the provisional incentive during DR. The resource manager may stop energy management midway without checking the provisional incentive. In order for the resource manager to appropriately determine whether to stop the energy management in progress after grasping the incentive (amount of incentive loss) that the manager will lose when stopping energy management, it is required to notify the resource manager of the amount of incentive loss at an appropriate timing and / or by an appropriate method. For this reason, further improvement of the user interface used in the incentive-based energy management system is desired.

[0005] The present disclosure has been made to solve the above-mentioned problems, and its purpose is to make it easier for resource managers to appropriately decide whether or not to stop ongoing energy management after understanding the incentives that will be lost if energy management is stopped. [Means for solving the problem]

[0006] An energy management system according to a first aspect of the present disclosure is an energy management system that provides an incentive to a resource manager as compensation for energy management using the resource, and includes an administrator terminal operated by the manager. The administrator terminal is configured to simultaneously display an operation unit that accepts a withdrawal operation to stop energy management midway during execution of energy management using the resource, and an incentive loss amount that the manager will lose by stopping the energy management midway.

[0007] In the above configuration, while energy management is being performed, an operation unit that accepts a withdrawal operation and the amount of incentive loss that the manager will lose by ceasing (withdrawing) energy management midway are displayed simultaneously. This makes it easier for the resource manager to check the amount of incentive loss when energy management is stopped midway before ceasing the energy management. With the above configuration, the resource manager can easily make an appropriate decision as to whether or not to stop the energy management that is being performed after understanding the incentive (amount of incentive loss) that will be lost when energy management is stopped.

[0008] In the energy management system according to the first aspect, the manager terminal may decide to stop energy management when a withdrawal operation is received on the operation unit. The operation unit may be a virtual operation unit displayed on a touch panel display, or may be a projected virtual operation unit (e.g., a virtual keyboard). The manager terminal may display the operation unit and the incentive loss amount on the same screen. The manager terminal may display the incentive loss amount near the operation unit.

[0009] An energy management system according to a second aspect of the present disclosure is an energy management system that provides an incentive to a resource manager as compensation for energy management using the resource, and includes an administrator terminal operated by the manager. The administrator terminal is configured to receive a withdrawal operation for ceasing energy management using the resource midway. When a withdrawal operation is performed on the administrator terminal while energy management using the resource is being executed, the administrator terminal notifies the manager of an amount of incentive loss that the manager will lose by ceasing the energy management midway, before ceasing the energy management.

[0010] In the above energy management system, when a withdrawal operation is performed on the manager terminal, the manager is notified of the amount of incentive loss that the manager will lose by ceasing energy management midway (withdrawal). This makes it easier for the resource manager to check the amount of incentive loss when energy management is stopped midway before stopping the energy management. With the above configuration, the resource manager can easily determine whether or not to stop the energy management in progress after understanding the incentive (amount of incentive loss) that will be lost when energy management is stopped.

[0011] In the energy management system according to the second aspect, when the administrator terminal receives the above-mentioned withdrawal operation (hereinafter also referred to as "first withdrawal operation"), the administrator terminal may notify the above-mentioned incentive loss amount and then accept a second withdrawal operation for deciding to stop energy management. When the administrator terminal receives the second withdrawal operation, the administrator terminal may decide to stop energy management. The notification may be given by at least one of a display and a sound.

[0012] Any of the energy management systems described above may further include a server. The energy management may be performed by the server remotely controlling the resources. When the administrator terminal decides to stop the energy management, the administrator terminal may request the server to stop (end) the remote control.

[0013] The administrator terminal may be a stationary terminal, an in-vehicle terminal, or a mobile terminal carried by the administrator. Examples of the mobile terminal include a smartphone, a laptop, a tablet terminal, a wearable device, and an electronic key. The administrator terminal may be equipped with a touch panel display.

[0014] The resource may be an automobile, or a vehicle other than an automobile (railroad car, ship, airplane, etc.), an unmanned moving body, an electric machine (lighting equipment, air conditioning equipment, etc.), or a stationary power storage system. The resource may include a power storage device. The resource may include at least one of an inverter that performs AC / DC conversion and a DC / DC converter that performs DC / DC conversion. The server may manage multiple types of resources.

[0015] The resource may be an electric vehicle (hereinafter, also referred to as "xEV") that uses electricity as all or part of its power source. The xEV includes BEV (electric vehicle), PHEV (plug-in hybrid vehicle), FCEV (fuel cell vehicle), etc.

[0016] The energy management may be power adjustment of an external power source. The power adjustment of the external power source may be supply and demand balance adjustment of the external power source or frequency control of the external power source. The external power source may be a commercial power source of a retail electricity supplier or 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 may supply DC power.

[0017] Energy management may be performed, for example, by promoting or suppressing charging of resources, by discharging resources, or by promoting or suppressing power consumption by resources. Effect of the Invention

[0018] According to the present disclosure, it becomes possible for a resource manager to easily make an appropriate decision as to whether or not to stop ongoing energy management after understanding the incentives that will be lost if the energy management is stopped. [Brief description of the drawings]

[0019] [Figure 1]1 is a diagram showing a schematic configuration of an energy management system according to an embodiment of the present disclosure. [Diagram 2] FIG. 2 is a diagram illustrating a configuration of the vehicle and the EVSE illustrated in FIG. [Diagram 3] 11 is a diagram for explaining a screen A displayed on an administrator terminal according to an embodiment of the present disclosure. FIG. [Figure 4] 13 is a diagram for explaining a screen B displayed on the administrator terminal according to the embodiment of the present disclosure. FIG. [Diagram 5] 11 is a diagram for explaining a charging schedule screen displayed on a manager terminal according to an embodiment of the present disclosure. FIG. [Figure 6] 11 is a diagram for explaining a screen C displayed on an administrator terminal according to an embodiment of the present disclosure. FIG. [Figure 7] 11 is a diagram for explaining a charge timer setting screen displayed on an administrator terminal according to an embodiment of the present disclosure. FIG. [Figure 8] 11 is a diagram for explaining a schedule registration screen displayed on an administrator terminal according to an embodiment of the present disclosure. FIG. [Figure 9] 11 is a diagram for explaining a schedule change screen displayed on an administrator terminal according to an embodiment of the present disclosure. FIG. [Figure 10] 11 is a diagram for explaining a VPP setting screen displayed on an administrator terminal according to an embodiment of the present disclosure. FIG. [Figure 11] 13 is a diagram for explaining an other setting screen displayed on an administrator terminal according to an embodiment of the present disclosure. FIG. [Figure 12] 13 is a diagram for explaining a screen D displayed on an administrator terminal according to an embodiment of the present disclosure. FIG. [Figure 13] 11 is a diagram showing a first screen displayed by an administrator terminal while energy management using resources is being executed in the energy management method according to the embodiment of the present disclosure. FIG. [Figure 14]FIG. 13 is a diagram showing a second screen displayed by the manager terminal during execution of energy management using resources in the energy management method according to the embodiment of the present disclosure. [Figure 15] 11 is a flowchart illustrating a process executed by an administrator terminal while energy management using resources is being performed in an energy management method according to an embodiment of the present disclosure. [Figure 16] FIG. 14 is a diagram showing a modified example of the screen shown in FIG. [Figure 17] FIG. 15 is a diagram showing a modified example of the screen shown in FIG. [Figure 18] 16 is a flowchart showing a first modified example of the process shown in FIG. 15. [Figure 19] 13A and 13B are diagrams illustrating a modified example of an operation unit that accepts a detachment operation. [Figure 20] 16 is a flowchart showing a second modified example of the process shown in FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0020] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present disclosure will now be described in detail with reference to the accompanying drawings, in which the same or corresponding parts are designated by the same reference numerals and will not be described repeatedly.

[0021] Fig. 1 is a diagram showing a schematic configuration of an energy management system according to an embodiment of the present disclosure. With reference to Fig. 1, the energy management system according to the embodiment includes a vehicle group 1, an EVSE group 2, a server 700, and a management device 1000. The management device 1000 includes servers 200 and 500. EVSE stands for Electric Vehicle Supply Equipment.

[0022] Each of the servers 200, 500, 700 is a computer having, for example, an HMI (Human Machine Interface) and a communication I / F (Interface). Each computer includes a processor and a storage device. The storage device stores the programs executed by the processor as well as information used by the programs (for example, maps, formulas, and various parameters). The HMI includes an input device and a display device. The HMI may be a touch panel display.

[0023] The power system PG is a power grid constructed by power transmission and distribution facilities. A plurality of power plants (not shown) are connected to the power system PG. The power system PG receives power supply from these power plants. In this embodiment, the electric power company corresponds to the TSO (system operator) of the power system PG (commercial power source). The power system PG supplies AC power (for example, three-phase AC power). The server 700 corresponds to a computer belonging to the TSO. The server 700 has a built-in intermediate supply system (a system of a central load dispatching center) and a simple command system.

[0024] The server 500 periodically communicates with each vehicle included in the vehicle group 1. In this embodiment, each vehicle included in the vehicle group 1 is an xEV and is configured to be able to operate as a regulating power of the power system PG. Each vehicle included in the vehicle group 1 is an individually owned vehicle (POV) and corresponds to an example of a "resource" according to the present disclosure. A user of the vehicle corresponds to an administrator who manages the vehicle. The number of vehicles included in the vehicle group 1 may be 5 or more and less than 30, 30 or more and less than 100, or 100 or more. In this embodiment, the vehicle group 1 includes about 50 vehicles. The vehicle group 1 includes a vehicle 100 having a configuration described later (see FIG. 2). The configuration of the vehicle 100 and the other vehicles in the vehicle group 1 may be the same or different.

[0025] The EVSE group 2 includes a plurality of EVSEs that receive power from the power grid PG. The server 200 communicates with each EVSE as necessary. The EVSE group 2 includes an EVSE 300 having a configuration described below (see FIG. 2). The EVSE group 2 may include a plurality of types of EVSEs (e.g., normal chargers and quick chargers). The EVSEs may include both public EVSEs (e.g., EVSEs installed in commercial facilities, car dealerships, or highway parking areas) and non-public EVSEs (e.g., home EVSEs). The number of EVSEs included in the EVSE group 2 is arbitrary.

[0026] The management device 1000, the server 700, each vehicle included in the vehicle group 1, and each EVSE included in the EVSE group 2 are configured to be able to communicate with each other via a communication network NW. The server 700 communicates with the server 200 via the communication network NW. In the management device 1000, the server 200 and the server 500 are configured to be able to communicate with each other. The communication network NW is, for example, a wide area network constructed by the Internet and a wireless base station. Each vehicle is configured to access the communication network NW by wireless communication and be connected to the communication network NW. Each EVSE is connected to the communication network NW, for example, via a communication line. Note that the communication form is not limited to the above and can be changed as appropriate. For example, each EVSE may be connected to the communication network NW by wireless communication.

[0027] FIG. 2 is a diagram showing the configuration of the vehicle 100 and the EVSE 300. Referring to FIG. 2 together with FIG. 1, the EVSE 300 is configured to receive power from the power system PG and supply power. The EVSE 300 has a built-in power circuit 310 and includes a charging cable 320. The power circuit 310 is electrically connected to the power system PG. The charging cable 320 has a connector 320a (plug) at its tip, and includes a communication line and a power line inside. One electric wire may serve as both the communication line and the power line. The power circuit 310 converts the power supplied from the power system PG into power suitable for supplying power to the vehicle 100, and outputs the converted power to the charging cable 320. The EVSE 300 outputs power to be supplied to the vehicle 100 from the connector 320a.

[0028] The vehicle 100 includes an inlet 60 to which a connector 320a can be detachably attached. The inlet 60 corresponds to a charge / discharge port that functions as both a charge port and a discharge port. When the connector 320a of the charging cable 320 connected to the main body of the EVSE 300 is connected to the inlet 60 of the vehicle 100 in a parked state, the vehicle 100 is electrically connected to the power grid PG via the EVSE 300 (hereinafter also referred to as a "plugged-in state"). On the other hand, for example, while the vehicle 100 is traveling, the vehicle 100 is not electrically connected to either the EVSE 300 or the power grid PG (hereinafter also referred to as a "plugged-out state"). Note that, although FIG. 2 shows only the inlet 60 corresponding to the power supply method of the EVSE 300, the vehicle 100 may include multiple inlets so as to be compatible with multiple types of power supply methods (for example, AC method and DC method).

[0029] The vehicle 100 further includes a battery 11, a system main relay (SMR) 12, a motor generator (MG) 20, a power control unit (PCU) 22, and an electronic control unit (hereinafter referred to as an "electronic control unit (ECU)") 150. The ECU 150 includes a processor 151, a random access memory (RAM) 152, and a storage device 153. The ECU 150 may be a computer. 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 controls in the ECU 150 (for example, charge control and discharge control of the battery 11).

[0030] The battery 11 stores electric power for driving the vehicle 100. The vehicle 100 is configured to be capable of driving using the electric power stored in the battery 11. 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 secondary battery, an all-solid-state secondary battery, or a battery pack) can be used as the battery 11. Examples of vehicle secondary batteries include a lithium ion battery and a nickel metal hydride battery.

[0031] The vehicle 100 further includes a monitoring module 11a that monitors the state of the battery 11. The monitoring module 11a includes various sensors that detect the state of the battery 11 (for example, voltage, current, and temperature) and outputs the detection results to the ECU 150. The monitoring module 11a may be a BMS (Battery Management System) that further has a SOC (State Of Charge) estimation function, a SOH (State of Health) estimation function, a cell voltage equalization function, a diagnostic function, and a communication function in addition to the above sensor function. The ECU 150 can obtain the state of the battery 11 (for example, temperature, current, voltage, SOC, and internal resistance) based on the output of the monitoring module 11a.

[0032] The vehicle 100 further includes a charger / discharger 61 and a charge / discharge relay 62. The charger / discharger 61 and the charge / discharge relay 62 are located between the inlet 60 and the battery 11. Each of the charger / discharger 61 and the charge / discharge relay 62 is controlled by the ECU 150. In this embodiment, a charge / discharge line including the inlet 60, the charger / discharger 61, and the charge / discharge relay 62 is connected between the SMR 12 and the PCU 22. However, the present invention is not limited to this, and a charge / discharge line may be connected between the battery 11 and the SMR 12.

[0033] In this embodiment, the charger / discharger 61 functions as both a charging circuit and a discharging circuit. The charger / discharger 61 charges the battery 11 using power input to the inlet 60 from outside the vehicle. The charger / discharger 61 discharges the power of the battery 11 to the outside of the vehicle through the inlet 60. The charger / discharger 61 includes a power conversion circuit. The power conversion circuit includes, for example, a bidirectional inverter. The power conversion circuit may perform DC (direct current) / AC (alternating current) conversion in both directions. The charge / discharge relay 62 switches between connection / disconnection of the power path from the inlet 60 to the battery 11. The vehicle 100 further includes a monitoring module 61a that monitors the state of the charger / discharger 61. The monitoring module 61a includes various sensors (for example, a current sensor and a voltage sensor) that detect the state of the charger / discharger 61, and outputs the detection result to the ECU 150.

[0034] In the plugged-in state, the vehicle 100 is capable of external charging (i.e., charging the battery 11 with power from outside the vehicle) and external power supply (i.e., supplying power from the battery 11 to the outside of the vehicle). The vehicle 100 can adjust the power of the power system PG by external charging and external power supply. Power for external charging is supplied to the inlet 60 from the power system PG through a charging cable 320 of the EVSE 300, for example. The charger / discharger 61 converts the power (e.g., AC power) received by the inlet 60 into power (e.g., DC power) suitable for charging the battery 11, and outputs the converted power to the battery 11. Power for external power supply is supplied from the battery 11 to the charger / discharger 61. The charger / discharger 61 converts the DC power supplied from the battery 11 into power (e.g., AC power) suitable for external power supply, and outputs the converted power to the inlet 60. The vehicle 100 is configured to be capable of reverse power flow with respect to the power system PG. When either external charging or external power supply is performed, the charge / discharge relay 62 is set to a closed state (connected state), and when neither external charging nor external power supply is performed, the charge / discharge relay 62 is set to an open state (cut-off state).

[0035] The MG 20 is, for example, a three-phase AC motor generator. The MG 20 functions as a traction motor for the vehicle 100. The MG 20 is driven by the PCU 22 to rotate the drive wheels of the vehicle 100. The MG 20 also performs regenerative power generation and outputs the generated power to the battery 11. The vehicle 100 further includes a motor sensor 21 that monitors the state of the MG 20. The motor sensor 21 includes various sensors (for example, a current sensor, a voltage sensor, and a temperature sensor) that detect the state of the MG 20, and outputs the detection results to the ECU 150. The number of traction motors included in the vehicle 100 is arbitrary, and may be one, two, or three or more. The traction motors may be in-wheel motors.

[0036] The PCU 22 drives the MG 20 using power supplied from the battery 11. The SMR 12 switches between connection and disconnection of a power path from the battery 11 to the PCU 22. The PCU 22 includes, for example, an inverter and a converter. The SMR 12 and the PCU 22 are each controlled by the ECU 150. The SMR 12 is closed (connected) when the vehicle 100 is running. The SMR 12 is also closed when power is exchanged between the battery 11 and the inlet 60 (and ultimately, the outside of the vehicle).

[0037] The vehicle 100 further includes an HMI 81, a navigation system (hereinafter also referred to as "NAVI") 82, an air conditioner 83, and a communication device 90. The battery 11 also supplies power to these devices (auxiliaries) directly or indirectly. The battery 11 may also supply power to the auxiliaries via an auxiliary battery (not shown).

[0038] The HMI 81 includes an input device and a display device. The HMI 81 may include a touch panel display. The HMI 81 may include a meter panel and / or a head-up display. The HMI 81 may include a smart speaker that accepts voice input.

[0039] The NAVI82 includes a touch panel display, a GPS (Global Positioning System) module, a processor, and a storage device (none of which are shown). The storage device stores map information. The touch panel display accepts input from a user and displays the map and other information. The GPS module is configured to receive signals (hereinafter referred to as "GPS signals") from GPS satellites (not shown). The NAVI82 is configured to detect the position of the vehicle 100 using the GPS signals and to be able to display the position of the vehicle 100 on a map in real time. The NAVI82 refers to the map information and performs route search to find the optimal route (for example, the shortest route) from the current position of the vehicle 100 to the destination. The NAVI82 may successively update the map information by OTA (Over The Air).

[0040] The air conditioner 83 includes an air conditioner fan, a filter, a temperature adjustment unit, a temperature sensor, and a control device. The temperature adjustment unit may include an evaporator, a heater core, and an air mix door. The temperature sensor detects the temperature inside the vehicle cabin of the vehicle 100. In the air conditioner 83, air blown by the air conditioner fan passes through a filter and is temperature-adjusted by the temperature adjustment unit. The air conditioner 83 blows out the temperature-adjusted air into the vehicle cabin of the vehicle 100. The control device of the air conditioner 83 controls the air conditioner fan and the temperature adjustment unit so that the temperature inside the vehicle cabin of the vehicle 100 detected by the temperature sensor becomes a predetermined target temperature. The target temperature is set by the ECU 150. The ECU 150 sends a control signal to the air conditioner 83. The ECU 150 switches between operating and stopping the air conditioner 83.

[0041] The communication device 90 includes various communication I / Fs. The ECU 150 communicates with devices outside the vehicle 100 through the communication device 90. The communication device 90 includes a wireless communication device (e.g., a DCM (Data Communication Module)) that can access the communication network NW. The wireless communication device may include a communication I / F compatible with 5G or 6G (fifth or sixth generation mobile communication system). The vehicle 100 wirelessly communicates with each of the servers 200 and 500, for example, in both a plugged-in state and a plugged-out state. In this embodiment, the vehicle 100 receives a command or notification from each of the servers 200 and 500 through the wireless communication device. However, this is not limited to the above, and the vehicle 100 may communicate with at least one of the servers 200 and 500 via a wired communication through the EVSE 300 in the plugged-in state.

[0042] The mobile terminal UT is a terminal carried and operated by the administrator (vehicle user) of the vehicle 100. In this embodiment, a smartphone equipped with a touch panel display is adopted as the mobile terminal UT. The smartphone has a built-in computer equipped with a processor and a storage device. The processor executes a program stored in the storage device, thereby performing various processes (for example, see Figs. 3 to 20 described later) by the mobile terminal UT. However, the various processes by the mobile terminal UT are not limited to being executed by software, and can also be executed by dedicated hardware (electronic circuitry). The mobile terminal UT corresponds to an example of an "administrator terminal" according to the present disclosure. However, the mobile terminal UT is not limited to being a smartphone, and any terminal can be adopted.

[0043] The communication device 90 includes a communication I / F for directly communicating with a mobile terminal UT present inside the vehicle or within the vicinity of the vehicle. The communication device 90 and the mobile terminal UT may perform short-distance communication using a wireless local area network (LAN), near field communication (NFC), or Bluetooth (registered trademark). However, any communication method may be used as the communication method between the vehicle 100 and the mobile terminal UT.

[0044] The mobile terminal UT is registered in advance with the server 200, 500, and configured to be capable of wireless communication with the server 200, 500. A predetermined application software (hereinafter, referred to as a "mobile app") is installed in the mobile terminal UT. The server 200, 500 performs a predetermined authentication before starting communication with the mobile terminal, and communicates only with mobile terminals that have been successfully authenticated. This can prevent a mobile terminal that is not registered with the server 200, 500 from performing unauthorized communication. The user of the vehicle 100 can start communication with the server 200, 500 by inputting predetermined authentication information (information for the above authentication to be successful) into the mobile terminal UT. In addition, by registering the predetermined authentication information in the mobile app, input of the above authentication information can be omitted. The mobile terminal UT can exchange information with the server 200, 500 through the above mobile app.

[0045] In this embodiment, the mobile terminal UT includes a position sensor. The position sensor may be a sensor using a GPS. The mobile terminal UT transmits information indicating the user's position (hereinafter also referred to as "user position information") to the server 500 periodically or in response to a request from the server 500.

[0046] The vehicle system (the system that controls the vehicle 100) including the ECU 150 is switched on (operating) / off (stopped) by the user operating the start switch 70. The start switch 70 is installed, for example, inside the passenger compartment of the vehicle 100. The vehicle system starts when the start switch 70 is turned on. Furthermore, if the start switch 70 is turned off while the vehicle system is operating, the vehicle system stops. However, turning the start switch 70 off is prohibited when the vehicle 100 is running. A vehicle start switch is generally called a "power switch" or an "ignition switch", etc.

[0047] Referring again to FIG. 1, the server 200 corresponds to a computer belonging to an aggregator. The aggregator is an electric utility that provides an energy management service by aggregating a plurality of distributed energy resources (hereinafter also referred to as "DERs (Distributed Energy Resources)"). As will be described in detail later, the aggregator executes energy management using DERs. Each vehicle included in the vehicle group 1 can function as a DER. The server 200 may remotely and integrally control a plurality of DERs (for example, each vehicle included in the vehicle group 1) to cause these DERs to function as a VPP (Virtual Power Plant). The server 500 may belong to the aggregator or to an automobile manufacturer.

[0048] The server 200 may perform DR (demand response) for each DER in order to integrally control the multiple DERs as a VPP. The DR requests the DER to adjust the power of the power system PG. The server 200 may use the DR to cause multiple DERs (for example, each vehicle included in the vehicle group 1) to adjust the power of the power system PG as requested by the server 700 or adjust the power of the power system PG that has been successfully bid on in the power market. In this embodiment, the power adjustment of the power system PG corresponds to an example of "energy management" according to the present disclosure.

[0049] By participating in DR (power regulation), DERs can provide flexibility and academics to the power grid PG. The administrator of the DER participating in DR allows the server 200 to perform remote control. In a situation where the server 200 is permitted to perform remote control of the DER, the server 200 can remotely control the DER so that the DER performs power regulation of the power grid PG (for example, charging promotion, charging suppression, discharging, power consumption promotion, or power consumption suppression). When an imbalance is predicted to occur in the simultaneous balancing of the power grid PG, the server 200 may control the DER so as to eliminate the imbalance. For example, when the server 200 remotely controls the vehicle 100, the ECU 150 controls the charger / discharger 61 according to a command from the server 200. However, even if the server 200 transmits a command to the DER, if the DER preparation for power regulation is not completed, the DER cannot perform power regulation by remote control. For this reason, the administrator of the DER participating in DR is required to complete the preparation of the DER before the start of DR.

[0050] The type of power regulation is arbitrary. For example, the power regulation may be any of supply and demand regulation, power supply stabilization, load following, and frequency regulation. The DER may operate as a regulation capacity or a reserve capacity of the power grid PG by remote control.

[0051] Before starting the above-mentioned DR, the server 200 transmits a DR request signal to each vehicle included in the vehicle group 1. The DR request signal requests participation in DR (power regulation). The DR request signal includes the type of DR (e.g., down DR or up DR) and the DR period (DR start time and DR end time). An up DR is basically a DR that requests an increase in demand. However, if the DER that receives the request is a power generation facility, the up DR may also request the DER to reduce supply. On the other hand, a down DR is a DR that requests demand reduction or reverse power flow.

[0052] The server 500 holds information about each vehicle included in the vehicle group 1 (hereinafter also referred to as "vehicle information"). The vehicle information is stored in a storage device of the server 500 and is updated successively. The server 500 periodically communicates with each vehicle included in the vehicle group 1 and successively receives vehicle information from each vehicle. The server 500 then updates the vehicle information in the storage device based on the latest vehicle information received. The vehicle information is distinguished by vehicle ID (vehicle identification information).

[0053] The vehicle information includes, for example, a charging location, specifications of a power supply facility installed at the charging location (for example, information indicating a power supply capacity), user location information (location of the vehicle user), location information of the vehicle, SOC of the vehicle battery, a grid connection state (plugged-in state / plugged-out state), a vehicle system state (on / off), information set in the navigation system (for example, a driving route to a destination), data on the movement of the vehicle (for example, data linking the vehicle location and time regarding the daily movement of the vehicle), and data on the behavior of the vehicle user (for example, data linking the user location and time regarding the daily user behavior). In addition, when the specifications differ for each vehicle, the specifications of each vehicle (for example, specifications regarding charging and discharging) may be registered in advance in the server 500.

[0054] The charging location of the vehicle 100 shown in FIG. 2 may be the home of the vehicle user (for example, the location where the EVSE 300 is installed). In this embodiment, while the vehicle 100 is traveling, the position of the vehicle 100 and the SOC of the battery 11 are sequentially transmitted from the vehicle 100 to the server 500 in real time. Furthermore, at the timing when the plugged-in state and the plugged-out state are switched in the vehicle 100, the latest grid connection state is transmitted from the vehicle 100 to the server 500. Furthermore, at the timing when the vehicle system is switched on / off in the vehicle 100, the latest vehicle system state is transmitted from the vehicle 100 to the server 500. Furthermore, when a destination is set in the NAVI 82, the travel route searched by the NAVI 82 is transmitted from the vehicle 100 to the server 500.

[0055] The server 200 can obtain the above-mentioned vehicle information from the server 500. For example, the server 500 transmits the vehicle information to the server 200 in response to a request from the server 200. The server 500 may also periodically transmit the vehicle information to the server 200. At the start of power adjustment (DR start time), the server 200 determines whether or not preparation for power adjustment is complete for each vehicle based on the vehicle information of each vehicle received from the server 500. Hereinafter, a vehicle in the vehicle group 1 that is ready for power adjustment is also referred to as a "standby vehicle." When a vehicle satisfies a predetermined requirement (hereinafter, also referred to as a "standby requirement"), the server 200 determines that the vehicle is ready for power adjustment. The standby requirement according to this embodiment includes that the vehicle is in a plugged-in state (first SBY requirement), that the SOC of the on-board battery is within a predetermined SOC range (second SBY requirement), and that remote control by the server 200 is permitted (third SBY requirement). In order for the standby requirement to be satisfied, all of the first to third SBY requirements must be satisfied.

[0056] Regarding the first SBY requirement, for example, when connector 320a of charging cable 320 connected to the main body of EVSE 300 is connected to inlet 60 of vehicle 100, vehicle 100 enters a plugged-in state (see FIG. 2). Vehicle 100 in the plugged-in state is electrically connected to power system PG.

[0057] Regarding the second SBY requirement, the predetermined SOC range is set, for example, by the server 200. The predetermined SOC range is set to a range corresponding to the power adjustment of the power system PG requested by the DR. For example, the server 200 may lower the upper limit value of the predetermined SOC range for a DR requesting an increase in demand (upward DR), and may raise the lower limit value of the predetermined SOC range for a DR requesting a reverse power flow (downward DR).

[0058] Regarding the third SBY requirement, the ECU 150 (control device of the vehicle 100) shown in Fig. 2 permits remote control by the server 200 in a predetermined charging mode (permission mode). Although details will be described later, the permission modes in this embodiment include a first charging mode (hereinafter also referred to as a "smart charging mode") and a second charging mode (hereinafter also referred to as an "automatic charging mode"). When the smart charging mode or the automatic charging mode is set in the ECU 150, the remote charging control and remote discharging control of the battery 11 by the server 200 are permitted.

[0059] The server 200 selects a vehicle for power adjustment from among the standby vehicles that satisfy the above first to third SBY requirements, and transmits a command for remote control (hereinafter also referred to as a "VPP command") to the selected vehicle. The required number of vehicles are selected for power adjustment. The VPP command is, for example, a command for remote charging control or remote discharging control. The server 200 performs power adjustment of the power system PG by causing the battery of the selected vehicle to charge or discharge by remote control. Hereinafter, a vehicle that has undergone power adjustment according to the VPP command is also referred to as a "VPP vehicle."

[0060] In the energy management system according to this embodiment, an incentive is given to the manager of the DER as compensation for energy management using the DER. For example, the user (manager) of each vehicle included in the vehicle group 1 can receive a predetermined incentive when the user enters into a contract with the aggregator in advance and meets certain requirements. For example, when the vehicle adjusts power consumption in accordance with a VPP command, a second incentive requirement, which will be described later, is met, and an incentive is given to the vehicle user from the aggregator.

[0061] The server 200 is configured to manage incentives given to an administrator who manages each vehicle included in the vehicle group 1. Each vehicle included in the vehicle group 1 corresponds to a resource that can be electrically connected to the power grid PG. In detail, the server 200 manages the incentives of the administrator (e.g., the vehicle user) for each vehicle, distinguishing them by vehicle ID. For example, the power (current / reverse current) exchanged between the power grid PG and the EVSE may be detected by a predetermined watt-hour meter (e.g., at least one of a smart meter installed at a power receiving point and a watt-hour meter built into the EVSE) and transmitted to the server 200. The server 200 may use the detection value by the predetermined watt-hour meter to determine whether or not the vehicle has performed power adjustment in accordance with a VPP command.

[0062] The server 200 holds data (hereinafter also referred to as "incentive data") regarding incentives for users (administrators) of each vehicle included in the vehicle group 1. When a vehicle satisfies a predetermined requirement, the server 200 updates the incentive data so as to grant an incentive to the vehicle user according to the satisfied requirement. Specifically, when a vehicle satisfies a first and second predetermined incentive requirement, the server 200 grants a first and a second incentive to the vehicle user, respectively, and reflects the result in the incentive data.

[0063] 2 is in a plugged-in state (i.e., when the inlet 60 is electrically connected to the power grid PG), the first incentive requirement is satisfied and the first incentive is granted to the user of the vehicle 100. That is, the first incentive is granted to the user of the vehicle that satisfies the first SBY requirement.

[0064] When the vehicle 100 in a plugged-in state charges or discharges the battery 11 for power adjustment of the power system PG, the second incentive requirement is satisfied, and the second incentive is provided to the user of the vehicle 100. That is, the second incentive is provided to the user of the VPP vehicle.

[0065] The server 200 may calculate the first and second incentives based on a predetermined incentive unit price. The unit prices of the first and second incentives are arbitrarily determined by contract. The incentives may be general currency or virtual currency. The incentives may be points that can be exchanged for products or services at a predetermined store.

[0066] The server 200 is configured to perform movement prediction of each vehicle included in the vehicle group 1. The server 200 performs movement prediction of each vehicle based on vehicle information of each vehicle received from the server 500, for example. The server 200 performs prediction every time new information is received from the server 500. The server 200 improves prediction accuracy by performing prediction based on the latest information.

[0067] The server 200 may obtain a travel plan from information set in the navigation system. Examples of the travel plan include a starting point, a departure time from the starting point, a destination, an arrival time at the destination, and a travel route to the destination. The server 200 can predict a movement schedule of the vehicle (future change in the position of the vehicle) from the travel plan of the vehicle. The server 200 may estimate that the vehicle is in a parked state when the vehicle system is switched from on to off. The server 200 may estimate that the vehicle is at the user's home or workplace when the parked state of the vehicle continues for a predetermined time or more. The server 200 may predict that the vehicle will depart after a predetermined time when the vehicle system is switched from off to on. The server 200 may predict the arrival time of the vehicle at the destination and the SOC at the time of arrival while tracking the position of the vehicle using the position information and SOC information of the vehicle. The server 200 may predict the movement schedule of the vehicle from history data related to the movement of the vehicle (for example, weather information, traffic congestion information, and past position data managed separately according to the day of the week).

[0068] The server 200 may predict the user's behavior schedule (future change in the user's location) and predict the vehicle's movement schedule from the predicted user's behavior schedule. The server 200 may determine whether the user is in the vehicle based on the location information of the vehicle and the user. The server 200 may predict the user's future behavior while tracking the user's location after getting off the vehicle using the user's location information. The server 200 may predict the user's behavior schedule from history data related to the user's behavior (for example, weather information, traffic congestion information, and past location data managed separately by day of the week).

[0069] When the mobile application is launched on the mobile terminal UT, the mobile application requests user authentication (login). The user can log in by inputting predetermined authentication information into the mobile terminal UT. The mobile terminal UT can obtain information (e.g., incentive data) about the user who has logged in to the mobile application from the server 200. After logging in, the mobile terminal UT displays screen A shown in FIG. 3.

[0070] FIG. 3 is a diagram for explaining screen A displayed on the touch panel display of the mobile terminal UT. Referring to FIG. 3 together with FIG. 1 and FIG. 2, screen A includes first to fifth operation units OP1 to OP5 and an information unit IN. When the fifth operation unit OP5 is operated, the mobile terminal UT executes a screen update process so that the latest information is displayed on screen A. When the fifth operation unit OP5 is operated, the mobile terminal UT may request the latest information from at least one of the vehicle 100 and the server 200. The mobile terminal UT also executes the above screen update process if a predetermined time has passed since the previous screen update without the fifth operation unit OP5 being operated. The information unit IN indicates the time when the screen was last updated (update date and time).

[0071] The first to fourth operation units OP1 to OP4 accept the designation of a screen. The mobile terminal UT switches the screen in response to an input from the user, and displays the screen designated by the user. For example, when the second operation unit OP2 (charging setting button) is operated on the screen A or on the screen C (FIG. 6) or screen D (FIG. 12) described later, the mobile terminal UT displays the screen B shown in FIG. 4 described later. When the third operation unit OP3 (setting button) is operated on any of the screens A, B, or D, the mobile terminal UT displays the screen C shown in FIG. 6. When the fourth operation unit OP4 (charging history button) is operated on any of the screens A to C, the mobile terminal UT displays the screen D shown in FIG. 12. When the first operation unit OP1 (vehicle information button) is operated on any of the screens B to D, the mobile terminal UT displays the screen A shown in FIG. 3.

[0072] The screen A is a screen that displays information related to the vehicle 100. The screen A further includes information sections IN11 to IN15 and operation sections OP11 and OP12.

[0073] The information unit IN11 indicates the current SOC of the battery 11 (for example, a value detected by the monitoring module 11a). The information unit IN12 indicates the charging state of the battery 11 (for example, one of waiting for charging / charging / charging completed). Although details will be described later, when the vehicle 100 is participating in DR, the information unit IN12 displays that fact, and one of the operation units OP11, OP12 becomes hidden (see Figs. 13 to 18). The information unit IN13 indicates information related to the next charge (for example, the charging end time and the SOC at the end of charging). When the next charge is not set, the mobile terminal UT may cause the information unit IN13 to display a message notifying that the next charge is not set.

[0074] The operation unit OP11 accepts an instruction to start external charging. The information unit IN14 shows an explanation of the operation unit OP11 (for example, "Charge now"). The operation unit OP12 accepts an instruction to stop external charging. The information unit IN15 shows an explanation of the operation unit OP12 (for example, "Stop charging"). When the user turns on the operation unit OP11 (toggle switch), the mobile terminal UT requests the vehicle 100 (ECU 150) to start external charging, and in response to this request, the ECU 150 starts external charging of the battery 11. In this embodiment, charging of the battery 11 is executed in response to an operation on the operation unit OP11. Then, when the user turns on the operation unit OP12 (toggle switch) during external charging of the battery 11, the mobile terminal UT requests the vehicle 100 (ECU 150) to end external charging, and in response to this request, the ECU 150 stops external charging of the battery 11. Furthermore, when the battery 11 becomes fully charged during external charging, the ECU 150 also stops the external charging of the battery 11.

[0075] The portable terminal UT may control whether or not to display each of the operation units OP11 and OP12. The portable terminal UT may not display the operation units OP11 and OP12 when the vehicle 100 is not in a plugged-in state. The portable terminal UT may not display the operation unit OP11 when external charging is being performed. The portable terminal UT may not display the operation unit OP12 when external charging is not being performed. Such a display mode makes it easier for the user to grasp the charging state of the battery 11. Each operation unit cannot be operated when it is not displayed. The portable terminal UT can prohibit operation of an operation unit by hiding the operation unit.

[0076] Fig. 4 is a diagram for explaining screen B displayed on the touch panel display of the mobile terminal UT. The first to fifth operation sections OP1 to OP5 and the information section IN in screen B shown in Fig. 4 are the same as those in screen A (Fig. 3). Moreover, the screen update process in screen B is also the same as that in screen A described above.

[0077] 1 to 3 as well as Fig. 4, screen B is a screen that displays information relating to the next charge timer setting in vehicle 100. Screen B further includes information sections IN21 to IN24 and operation sections OP21 to OP24.

[0078] The information unit IN21 indicates information related to the next charge (for example, the scheduled charging date and the scheduled departure time of the vehicle 100). The scheduled departure time may be the same as the charging end time (FIG. 3). When the user touches the area of ​​the information unit IN21 on screen B (touch panel screen), the mobile terminal UT may switch the screen to a screen for changing the next charge schedule (for example, a screen shown in FIG. 9 described later).

[0079] The information unit IN22 indicates the current target SOC. The target SOC may be the same as the SOC at the end of charging (FIG. 3). The information unit IN23 indicates the current SOC of the battery 11. The operation unit OP22 accepts the input of the target SOC. If a target SOC lower than the current SOC of the battery 11 indicated by the information unit IN23 is input by the operation unit OP22, the mobile terminal UT may display a confirmation message such as "The target SOC is lower than the current SOC. Is this OK?" on the mobile terminal UT.

[0080] The operation unit OP23 receives an instruction as to whether or not to set the smart charging mode in the vehicle 100 (ECU 150). The information unit IN24 indicates the operation state (ON / OFF) of the operation unit OP23.

[0081] The operation unit OP24 accepts an input indicating that the change contents are confirmed. The inputs to the operation units OP22 and OP23 are made valid by operating the operation unit OP24.

[0082] Specifically, the information unit IN22 indicates the target SOC by an SOC bar with the left side being the low SOC side and the right side being the high SOC side. The current SOC of the battery 11 is indicated by an information unit IN23 (indicator) provided for this SOC bar. The user can change the target SOC by sliding the operation unit OP22 (slider) left and right, and then operate the operation unit OP24 to reflect the changed target SOC in the charging control. In addition, the user can set the smart charging mode in the ECU 150 or cancel the smart charging mode set in the ECU 150 by operating the operation unit OP24 after operating the operation unit OP23 (toggle switch) to ON or OFF. When the operation unit OP24 is operated, the mobile terminal UT requests the vehicle 100 (ECU 150) to change the conditions of the charging control (more specifically, to change to the conditions specified by the operation units OP22 and OP23), and the ECU 150 changes the conditions of the charging control of the battery 11 in response to this request.

[0083] Note that the mobile terminal UT may display on the screen B an operation unit that receives an instruction as to whether or not to set the vehicle 100 (ECU 150) to the automatic charging mode, instead of or in addition to the above-mentioned operation unit OP23.

[0084] When the operation unit OP21 (schedule button) is operated on screen B, the portable terminal UT displays a charging schedule screen shown in Fig. 5. Fig. 5 is a diagram for explaining the charging schedule screen displayed on the touch panel display of the portable terminal UT. The first to fifth operation units OP1 to OP5 and the information unit IN on the charging schedule screen shown in Fig. 5 are the same as those on screen A (Fig. 3). In addition, the screen update process on the charging schedule screen is also the same as the screen update process on screen A described above.

[0085] 1 to 3 as well as Fig. 5, the charging schedule screen is a screen that displays a charging schedule for vehicle 100 for a predetermined period. In the charging schedule screen shown in Fig. 5, the predetermined period is set to one week from today (May 22 to May 28), but the predetermined period can be set arbitrarily. The predetermined period may be variable in response to a request from a user.

[0086] The charging schedule screen includes an information section T10, an operation section T20, charging schedules T11 to T17, and recommended charging time periods T21 to T23.

[0087] The information unit T10 indicates the current time. Each of the charging schedules T11 to T17 indicates a charging schedule (for example, a charging start time, a charging end time, and a charging end SOC) set in the vehicle 100 (ECU 150). The ECU 150 basically executes charging control as indicated by the charging schedules T11 to T17. When the user touches any of the areas of the charging schedules T11 to T17 on the charging schedule screen (touch panel screen), the mobile terminal UT may switch the screen to a screen for changing the charging schedule touched by the user (for example, a screen shown in FIG. 9 described later).

[0088] Each of the recommended charging time slots T21 to T23 indicates a recommended charging time slot received by the mobile terminal UT from the server 200. The recommended charging time slots are time slots during which an incentive is expected to be obtained through external charging, and are obtained by the server 200. The charging schedule screen displays the recommended charging time slots, thereby urging the user to plug in the vehicle 100 and perform external charging during the recommended charging time slots. On Friday, May 27th, a charging schedule T16 is set within the recommended charging time slot T23. How to obtain the recommended charging time slot will be described later.

[0089] The operation unit T20 receives an instruction to return the screen. When the user operates the operation unit T20 (back button), the mobile terminal UT displays the above-mentioned screen B.

[0090] 6 is a diagram for explaining a screen C displayed on the touch panel display of the mobile terminal UT. The first to fourth operation sections OP1 to OP4 in the screen C shown in FIG. 6 are the same as those in the screen A (FIG. 3).

[0091] 1 to 3 as well as FIG. 6, screen C is a screen for making settings related to charging and discharging battery 11. Screen C further includes operation units OP31, OP34, and OP35. When operation unit OP31 (charge timer setting button) is operated on screen C, the portable terminal UT displays a charge timer setting screen shown in FIG.

[0092] Fig. 7 is a diagram for explaining a charging timer setting screen displayed on the touch panel display of the portable terminal UT. Referring to Fig. 7, the charging timer setting screen displays charging schedules Sc1 to Sc5 that have already been set. The charging timer setting screen includes an operation unit OP310. The operation unit OP310 accepts addition of a charging schedule. When the operation unit OP310 (add button) is operated on the charging timer setting screen, the portable terminal UT displays a screen for adding a charging schedule (schedule registration screen).

[0093] FIG. 8 is a diagram for explaining a schedule registration screen displayed on the touch panel display of the mobile terminal UT. Referring to FIG. 8, the schedule registration screen includes operation units OP320 to OP326. The operation units OP321, OP322, OP323, OP324, and OP325 accept input of the day of the week, the charging end time, the charging start time, the target SOC, and the pre-air conditioning temperature, respectively. The operation unit OP326 accepts an input indicating that input of the charging schedule has been completed. After inputting the day of the week, the charging end time, the charging start time, the target SOC, and the pre-air conditioning temperature using the operation units OP321 to OP325 (drum roll), the user can operate the operation unit OP326 (register button) to register the charging schedule for the day of the week specified by the operation unit OP321 in the mobile app. The charging schedule registered in this manner includes the charging end time, the charging start time, the target SOC, and the pre-air conditioning temperature specified by the operation units OP322 to OP325. The user can register the same charging schedule for multiple days of the week at the same time by selecting multiple days of the week using the operation unit OP321. However, it is not essential that the charging schedule includes the charging start time and the pre-air conditioning temperature. The charging schedule is established if at least the day of the week, the charging end time, and the target SOC are input. The registered charging schedule (the set charging schedule) is added to the charging timer setting screen shown in FIG. 7.

[0094] When the user operates the operation unit OP326 (register button) or the operation unit OP320 (return button), the portable terminal UT displays the above-mentioned charging timer setting screen (Fig. 7). When the user touches any of the areas of the charging schedules Sc1 to Sc5 on the charging timer setting screen (touch panel screen) shown in Fig. 7, the portable terminal UT displays a screen (schedule change screen) for changing or deleting the charging schedule (designated charging schedule) touched by the user.

[0095] FIG. 9 is a diagram for explaining a schedule change screen displayed on the touch panel display of the mobile terminal UT. Referring to FIG. 9, the schedule change screen includes operation units OP330 to OP337. The operation units OP331, OP332, OP333, OP334, and OP335 accept inputs of the day of the week, the charging end time, the charging start time, the target SOC, and the pre-air conditioning temperature, respectively. The operation unit OP336 accepts an input indicating that the change of the charging schedule has been completed. The operation unit OP337 accepts an instruction to delete the charging schedule. After changing at least one of the day of the week, the charging end time, the charging start time, the target SOC, and the pre-air conditioning temperature of the specified charging schedule by using the operation units OP331 to OP335 (drum roll), the user can change the charging schedule by operating the operation unit OP336 (change button). Furthermore, when the operation unit OP337 (delete button) is operated, the specified charging schedule is deleted. The changed or deleted content is reflected in the charging timer setting screen shown in FIG. 7.

[0096] When the user operates the operation unit OP336 (change button), the operation unit OP337 (delete button), or the operation unit OP330 (return button), the portable terminal UT displays the above-mentioned charge timer setting screen (FIG. 7).

[0097] 7 again, the charging timer setting screen further includes operation units OP311 to OP315. The operation units OP311 to OP315 are provided for the charging schedules Sc1 to Sc5, and receive an instruction as to whether or not to enable the corresponding charging schedule. When any of the operation units OP311 to OP315 (toggle switches) is operated to be ON, the corresponding charging schedule is enabled. Then, the mobile terminal UT requests the vehicle 100 (ECU 150) to externally charge the battery 11 in accordance with the enabled charging schedule. In response to this request, the enabled charging schedule is set in the ECU 150. The switching between enable / disable of the charging schedule by the operation units OP311 to OP315 is reflected in the charging schedule screen shown in FIG. 5. Note that it is prohibited to simultaneously enable charging schedules that have overlapping time periods.

[0098] The charge timer setting screen includes an operation unit OP316. When the user operates the operation unit OP316 (back button), the portable terminal UT displays the above-mentioned screen C (FIG. 6). When the user operates the operation unit OP34 (VPP setting button) on the screen C shown in FIG. 6, the portable terminal UT displays the VPP setting screen shown in FIG.

[0099] Fig. 10 is a diagram for explaining a VPP setting screen displayed on the touch panel display of the mobile terminal UT. Referring to Fig. 10, the VPP setting screen is a screen for setting a charging mode and a minimum SOC. The VPP setting screen includes operation units OP340 to OP343.

[0100] The operation unit OP341 receives an instruction as to whether or not to set the smart charging mode in the vehicle 100 (ECU 150). The operation unit OP342 receives an instruction as to whether or not to set the automatic charging mode in the vehicle 100 (ECU 150). The operation units OP341 and OP342 are linked to each other. When the operation unit OP341 (toggle switch) is turned ON, the operation unit OP342 is turned OFF, and when the operation unit OP342 (toggle switch) is turned ON, the operation unit OP341 is turned OFF.

[0101] Any one of the three types of charging modes is set in the vehicle 100 (ECU150) by the operation units OP341 and OP342. Specifically, when the operation unit OP341 is turned ON, the smart charging mode is set in the ECU150. When the operation unit OP342 is turned ON, the automatic charging mode is set in the ECU150. When both the operation units OP341 and OP342 are in the OFF state, the third charging mode (hereinafter also referred to as the "normal charging mode") is set in the ECU150. However, when none of the charging schedules set in the mobile terminal UT is enabled, an operation to switch to the smart charging mode (for example, turning ON the operation unit OP341) is prohibited.

[0102] The portable terminal UT transmits the charging mode set by the operation units OP341 and OP342 to each of the vehicle 100 and the server 200 together with a valid charging schedule (see FIG. 7). The vehicle 100 sets the charging mode received from the portable terminal UT in the ECU 150. The ECU 150 executes charging and discharging control of the battery 11 according to the set charging mode. The ECU 150 allows the server 200 to remotely control the battery 11 (for example, remote charging control and remote discharging control according to a VPP command) in each of the smart charging mode and the automatic charging mode. On the other hand, the ECU 150 does not allow the server 200 to remotely control the battery 11 in the normal charging mode.

[0103] In any of the three types of charging modes, the server 200 obtains a recommended charging time zone using at least one of the supply and demand situation of the power system PG, the price in the power market, and meteorological information (including weather forecast information). The server 200 predicts a time zone in which an incentive can be acquired by performing external charging (for example, a time zone in which DR is likely to occur), and sets the predicted time zone as the recommended charging time zone. The server 200 determines a recommended charging time zone for each day. If the length of the time zone in which an incentive can be acquired in one day exceeds a predetermined time, the server 200 may exclude a time zone in which the incentive unit price is lower than a reference value from the recommended charging time zone. The server 200 sequentially determines a recommended charging time zone according to the situation that changes from moment to moment, and sequentially transmits the determined recommended charging time zone to the mobile terminal UT. The mobile terminal UT reflects the received recommended charging time zone on the charging schedule screen shown in FIG. 5.

[0104] When the normal charging mode is set in the ECU 150, a valid charging schedule received from the mobile terminal UT is set in the ECU 150. However, when there is no valid charging schedule (see FIG. 7), no charging schedule is set in the ECU 150. When the normal charging mode is set in the ECU 150 and no charging schedule is set in the ECU 150, the ECU 150 executes immediate charging. Immediate charging is external charging that is started immediately when the vehicle 100 is in a plugged-in state.

[0105] When the normal charging mode is set in the ECU 150 and a charging schedule is set in the ECU 150, the charging schedule becomes the charging schedule for the normal charging mode. The ECU 150 performs external charging of the battery 11 according to the charging schedule for the normal charging mode (charging end time and target SOC). Specifically, the ECU 150 controls charging of the battery 11 so that the SOC of the battery 11 is equal to or higher than the target SOC at the charging end time. When a charging schedule is set in the ECU 150, the immediate charging is not performed. However, the user can charge the battery 11 by operating the operation unit OP11 (FIG. 3).

[0106] Hereinafter, the requirements required by the charging end time and the target SOC indicated in the charging schedule are also referred to as "target SOC requirements." When the charging schedule for the normal charging mode includes a charging start time, the ECU 150 controls charging of the battery 11 so that external charging of the battery 11 is started at that time. When the charging schedule for the normal charging mode includes a pre-air conditioning temperature, the ECU 150 controls the air conditioner 83 so that the temperature in the passenger compartment of the vehicle 100 is the pre-air conditioning temperature at the charging end time. However, the ECU 150 prioritizes the target SOC requirements over the requirements required by the charging start time and the pre-air conditioning temperature in the charging schedule for the normal charging mode. The ECU 150 may start external charging at a time earlier than the charging start time indicated in the charging schedule in order to satisfy the target SOC requirements. The ECU 150 may suppress power consumption by the air conditioner 83 in order to satisfy the target SOC requirements.

[0107] When the charging mode of the vehicle 100 is the smart charging mode or the automatic charging mode, the server 200 sequentially determines a charging schedule and a discharging schedule of the vehicle 100 according to the ever-changing situation, and sequentially transmits the determined charging schedule and discharging schedule to each of the mobile terminal UT and the vehicle 100. The vehicle 100 sets the received charging schedule as the charging schedule for the corresponding charging mode. The ECU 150 controls charging and discharging of the battery 11 according to the charging schedule and discharging schedule received from the server 200. The mobile terminal UT reflects the charging schedule received from the server 200 on the charging schedule screen shown in FIG. 5. That is, the charging schedule determined by the server 200 is displayed on the charging schedule screen by the mobile terminal UT.

[0108] The server 200 determines a charging schedule using the result of the movement prediction of the vehicle 100 described above for the automatic charging mode, and determines a charging schedule without using the result of the movement prediction of the vehicle 100 for the smart charging mode. The server 200 may predict the movement of the vehicle 100 using a trained model obtained by machine learning using AI (artificial intelligence). An operation of switching to the automatic charging mode (for example, an ON operation of the operation unit OP342 shown in FIG. 10) may be prohibited until the learning is completed. When the learning for the movement prediction is completed, the mobile terminal UT may display a pop-up overview of the automatic charging mode on the mobile terminal UT.

[0109] The server 200 determines a charging schedule for the smart charging mode using a valid charging schedule received from the mobile terminal UT. Specifically, the server 200 determines a charging schedule that satisfies the target SOC requirement of the valid charging schedule and maximizes the financial benefit of the vehicle user (e.g., the total benefit of electricity charges and incentives). When the valid charging schedule is changed in the mobile terminal UT, the server 200 updates the charging schedule for the smart charging mode based on the changed schedule received from the mobile terminal UT. In addition, the server 200 determines a discharging schedule for a time period other than the charging schedule as necessary.

[0110] The server 200 determines a charging schedule for the automatic charging mode using the result of the movement prediction of the vehicle 100 described above. Specifically, the server 200 uses the result of the movement prediction to predict a time period during which the vehicle 100 is plugged in, and determines a charging schedule such that the predicted time period includes a charging start time and a charging end time, and such that the financial benefit of the vehicle user is maximized. In addition, the server 200 determines a discharging schedule for a time period other than the charging schedule, as necessary.

[0111] In each of the above-mentioned smart charging mode and automatic charging mode, the server 200 determines a charging / discharging schedule for providing an incentive to the vehicle user. Specifically, the server 200 determines a charging schedule for providing an incentive to the vehicle user by external charging during a time period when an upward DR is predicted to occur and the vehicle 100 is likely to satisfy the above-mentioned standby requirements. The server 200 also determines a discharging schedule for providing an incentive to the vehicle user by external power feeding during a time period when an downward DR is predicted to occur and the vehicle 100 is likely to satisfy the above-mentioned standby requirements.

[0112] In the VPP setting screen shown in Fig. 10, the operation unit OP343 accepts input of the minimum SOC. When the minimum SOC is input by the operation unit OP343 (drum roll), the mobile terminal UT requests the vehicle 100 (ECU 150) to perform charge / discharge control according to the input minimum SOC, and the ECU 150 changes the conditions of the charge / discharge control of the battery 11 in response to this request. The ECU 150 that receives the request performs charge / discharge control of the battery 11 (more specifically, control of external charging and external power supply) so that the SOC of the battery 11 does not fall below the minimum SOC. When the vehicle 100 is in a plugged-in state with the SOC of the battery 11 falling below the minimum SOC, the ECU 150 immediately starts external charging of the battery 11, and ends external charging when the SOC of the battery 11 reaches the minimum SOC.

[0113] When the user operates the operation unit OP340 (back button) on the VPP setting screen, the mobile terminal UT displays the above-mentioned screen C (FIG. 6). When the user operates the operation unit OP35 (other setting button) on the screen C shown in FIG. 6, the mobile terminal UT displays the other setting screen shown in FIG.

[0114] Fig. 11 is a diagram for explaining an other setting screen displayed on the touch panel display of the mobile terminal UT. Referring to Fig. 11, the other setting screen is a screen for making settings related to mobile applications. The other setting screen includes operation units OP350 to OP352.

[0115] The operation unit OP351 accepts an instruction as to whether or not to enable automatic login (automatic sign-in). When the operation unit OP351 (toggle switch) is operated to ON, automatic login is enabled and user authentication is omitted the next time the mobile application is started. The operation unit OP352 accepts an instruction to log out (sign out) of the mobile application. When the operation unit OP352 (logout button) is operated, the mobile application is logged out. In the state where the mobile application is logged out, the mobile terminal UT cannot obtain user information and vehicle information from the server 200.

[0116] When the user operates the operation unit OP350 (back button) on the other setting screen, the mobile terminal UT displays the above-mentioned screen C (FIG. 6).

[0117] 12 is a diagram for explaining screen D displayed on the touch panel display of the mobile terminal UT. The first to fourth operation sections OP1 to OP4 in screen D are the same as those in screen A (FIG. 3).

[0118] 12, screen D is a screen that displays data related to charging and discharging (external charging and external power supply) of battery 11. Screen D includes information units IN41 and IN42 and operation units OP41 to OP46. The portable terminal UT displays data specified by the user on information unit IN41. In addition, the portable terminal UT displays the type of data displayed on information unit IN41 on information unit IN42.

[0119] Specifically, the portable terminal UT displays data designated by operation units OP41 to OP46 on the information unit IN41. In the example shown in Fig. 12, the data is displayed in a bar graph, but the display form of the information unit IN41 is not limited to a bar graph and can be changed as appropriate. For example, the data may be displayed in a line graph, or in the form of a table. Furthermore, the portable terminal UT may change the display form in response to a request from the user.

[0120] The operation units OP41 to OP43 accept input of the type of data to be displayed in the information unit IN41. The type of data to be displayed is switched by the operation units OP41 to OP43. When the operation units OP41, OP42, and OP43 are operated, the VPP performance (i.e., the incentive acquired by the manager of the vehicle 100), the electricity fee (yen), and the charging amount (kWh) are displayed in the information unit IN41. The operation units OP44 to OP46 accept input of the data period to be displayed in the information unit IN41. The horizontal axis of the graph is switched by the operation units OP44 to OP46. When the operation units OP44, OP45, and OP46 are operated, the data of the most recent month, the most recent week, and the previous day are displayed in the information unit IN41, respectively.

[0121] The incentive is calculated by the server 200. The method of calculating the incentive is arbitrary. In this embodiment, the vehicle user may obtain the first and second incentives described above. The unit price of the first incentive may be a unit price (e.g., yen / hour) for the time that the vehicle 100 continues to be in a plugged-in state. The server 200 may calculate the first incentive by multiplying the total time that the vehicle 100 continues to be in a plugged-in state by the incentive unit price. The unit price of the second incentive may be a unit price for the number of times of power adjustment, a unit price for the adjusted amount of power (kWh), or a unit price for the time during which the power adjustment is performed. The server 200 may calculate each of the second incentives by multiplying the number of times, the total amount of power, or the total time during which the vehicle user performs power adjustment by the incentive unit price. The unit price of each incentive may be fixed or may be variable depending on the situation. The server 200 may determine the unit price of each incentive based on the price in the electricity market. A different incentive unit price may be set for each user depending on the specifications of the resources owned by the user.

[0122] Hereinafter, information displayed by the mobile terminal UT during the execution of energy management using the vehicle 100 will be described. Before starting DR, the server 200 transmits a DR start signal indicating a DR start time to the administrator terminal of each vehicle participating in the DR, and transmits a DR end signal to the administrator terminal of each vehicle participating in the DR at the timing of ending the DR (which may be immediately before or after ending the DR). When the vehicle 100 is selected as a resource for DR, the mobile terminal UT receives the DR start signal from the server 200. During DR, the server 200 transmits the above-mentioned VPP command to each vehicle participating in the DR to execute energy management (power adjustment of the power system PG). When the vehicle 100 is participating in DR, the charging mode of the vehicle 100 is a smart charging mode or an automatic charging mode, and the vehicle 100 performs energy management according to the VPP command from the server 200. That is, the vehicle 100 is remotely controlled by the server 200.

[0123] In this embodiment, the user can operate an operation unit displayed on the mobile terminal UT to cause the vehicle 100 to leave the DR in the middle of the DR (hereinafter, also referred to as "leaving midway through the DR"). Leaving midway through the DR means that the vehicle 100 stops energy management in the middle of the DR (i.e., before the mobile terminal UT receives a DR end signal from the server 200). The mobile terminal UT is configured to receive an operation for leaving midway through the DR (leaving operation). In addition, if a leaving operation is performed on the mobile terminal UT while the vehicle 100 is participating in the DR, the mobile terminal UT notifies the vehicle user of the amount of incentive loss that will be lost due to leaving midway through the DR before leaving the vehicle 100 from the DR. Hereinafter, a process related to leaving midway through the DR executed by the mobile terminal UT will be described with reference to Figs. 13 to 15.

[0124] Fig. 13 is a diagram showing a first example of a screen A displayed by the mobile terminal UT while energy management is being performed using the vehicle 100. For example, when the vehicle 100 (ECU 150) stops charging the battery 11 (or when discharging the battery 11) in accordance with a VPP command from the server 200, the screen A shown in Fig. 13 is displayed on the mobile terminal UT. Below, the screen A shown in Fig. 13 will be described, focusing on the differences from the screen A shown in Fig. 3.

[0125] 13, on this screen A, information unit IN12 displays information indicating that the vehicle 100 is participating in DR (for example, text such as "DR in progress"). Of operation units OP11 and OP12 shown in FIG. 3, only operation unit OP11 is displayed. When operation unit OP11 is in the OFF state, screen A1 is not displayed. When the user turns operation unit OP11 (toggle switch) ON, the mobile terminal UT displays screen A1 (for example, a pop-up display). In this example, turning operation unit OP11 ON corresponds to a "leaving operation (first leaving operation)."

[0126] The screen A1 includes messages Mg11, Mg12, and operation sections OP101, OP102.

[0127] The message Mg11 notifies the vehicle user of the amount of incentive loss that will be lost due to leaving the DR midway (starting charging). Specifically, the message Mg11 displays the incentive unit price that will no longer be obtained due to leaving the DR midway as the amount of incentive loss. In this embodiment, the incentive that the vehicle user loses due to leaving the DR midway is the above-mentioned second incentive. In the screen A1 shown in FIG. 13, the message Mg11 displays the unit price (yen / kWh) for the adjusted amount of power as the amount of incentive loss. However, this is not limited to this, and the way of expressing the amount of incentive loss is arbitrary. For example, the mobile terminal UT may convert the unit price (yen / kWh) to a unit price (yen / min) for the time during which the power adjustment was performed based on the specifications of the power supply equipment installed at the charging location of the vehicle 100, and display the converted unit price on the screen A1. In addition, if a penalty is incurred due to leaving the DR midway, the mobile terminal UT may display the amount of the penalty on the screen A1. In the example shown in FIG. 13, the amount of incentive loss is notified by the message Mg11 (display), but the way of notifying is arbitrary. For example, a warning of the amount of incentive loss may be given by voice.

[0128] The message Mg12 displays an explanation regarding the operation units OP101 and OP102. The operation unit OP101 accepts an operation to enable the above-mentioned ON operation of the operation unit OP11. The operation unit OP102 accepts an operation to cancel the above-mentioned ON operation of the operation unit OP11. Although details will be described later, when the user operates the operation unit OP101 (Yes button), the portable terminal UT executes a process for removing the vehicle 100 from the DR and a process for starting external charging of the vehicle 100 (see FIG. 15). In this example, operating the operation unit OP101 on the screen A1 corresponds to a "second removal operation." On the other hand, when the user operates the operation unit OP102 (No button), the portable terminal UT returns the operation unit OP11 to the OFF state and hides the screen A1.

[0129] Fig. 14 is a diagram showing a second example of screen A displayed by the mobile terminal UT while energy management is being executed using the vehicle 100. For example, when the vehicle 100 (ECU 150) is executing charging of the battery 11 in accordance with a VPP command from the server 200, screen A shown in Fig. 14 is displayed on the mobile terminal UT. Below, screen A shown in Fig. 14 will be described, focusing on the differences from screen A shown in Fig. 13.

[0130] 14, on this screen A, of the operation units OP11 and OP12 shown in FIG. 3, only the operation unit OP12 is displayed. When the operation unit OP12 is in the OFF state, the screen A2 is not displayed. When the operation unit OP12 (toggle switch) is turned ON by the user, the mobile terminal UT displays the screen A2 (for example, a pop-up display). In this example, the ON operation of the operation unit OP12 corresponds to the "detachment operation (first detachment operation)."

[0131] The screen A2 includes messages Mg21 and Mg22, and operation sections OP201 and OP202.

[0132] The message Mg21 notifies the vehicle user of the amount of incentive loss that will be lost due to leaving the DR midway (stopping charging). Specifically, the message Mg21 displays the incentive unit price (unit price of the second incentive) that will no longer be obtained due to leaving the DR midway as the amount of incentive loss. The way in which the amount of incentive loss is displayed may be the same as that of the screen A1 (FIG. 13) or may be different.

[0133] The message Mg22 displays an explanation regarding the operation units OP201 and OP202. The operation unit OP201 accepts an operation to enable the above-mentioned ON operation on the operation unit OP12. The operation unit OP202 accepts an operation to cancel the above-mentioned ON operation on the operation unit OP12. Although details will be described later, when the user operates the operation unit OP201 (Yes button), the portable terminal UT executes a process for removing the vehicle 100 from the DR and a process for stopping external charging of the vehicle 100 (see FIG. 15). In this example, operating the operation unit OP201 on the screen A2 corresponds to a "second removal operation." On the other hand, when the user operates the operation unit OP202 (No button), the portable terminal UT returns the operation unit OP12 to the OFF state and hides the screen A2.

[0134] Fig. 15 is a flowchart showing a process executed by the mobile terminal UT during execution of energy management using the vehicle 100. The process shown in this flowchart is started, for example, when the start time of a DR in which the vehicle 100 participates arrives. During the period in which the vehicle 100 participates in the DR, the server 200 remotely controls the vehicle 100, and the mobile terminal UT executes a series of processes shown in Fig. 15. Then, when the mobile terminal UT receives a DR end signal from the server 200, the series of processes shown in Fig. 15 ends. The series of processes shown in Fig. 15 also ends when the mobile terminal UT causes the vehicle 100 to leave the DR. In the following, each step in the flowchart will be simply denoted as "S".

[0135] 15, in S100, the portable terminal UT determines whether the vehicle 100 is performing external charging. The portable terminal UT may acquire a state of the vehicle 100 from at least one of the server 200, the server 500, and the vehicle 100.

[0136] When the vehicle 100 is not being charged (NO in S100), the portable terminal UT displays screen A shown in FIG. 13 in S111. The portable terminal UT then determines whether or not the operation unit OP11 has been turned ON (charging start operation) on the displayed screen A (S112). When the operation unit OP11 has been turned ON (YES in S112), the portable terminal UT displays screen A1 shown in FIG. 13 in S113, thereby requesting the user to perform a second charging start operation (operation of the operation unit OP101). At this time, the amount of incentive loss is notified by screen A1. After that, the portable terminal UT determines whether or not the operation unit OP101 has been operated while keeping screen A1 displayed in S114.

[0137] When the operation unit OP101 is operated on the screen A1 (YES in S114), the mobile terminal UT decides to stop energy management by the vehicle 100, and executes the processes of S115 to S117 in order. Specifically, the mobile terminal UT changes the charging mode of the vehicle 100 to a normal charging mode in S115. Specifically, the ECU 150 (FIG. 2) changes the charging mode in response to a request from the mobile terminal UT. Then, the mobile terminal UT requests the server 200 to stop remote control over the vehicle 100 in S116. The server 200 stops remote control over the vehicle 100 in response to the request from the mobile terminal UT. This causes the vehicle 100 to leave the DR. The server 200 may select a vehicle from the vehicle group 1 (FIG. 1) to participate in the DR instead of the vehicle 100. After that, the mobile terminal UT requests the vehicle 100 to start external charging in S117. The ECU 150 starts external charging in response to the request from the mobile terminal UT.

[0138] On the other hand, when the vehicle 100 is being charged (YES in S100), the portable terminal UT displays screen A shown in FIG. 14 in S121. The portable terminal UT then determines whether or not the operation unit OP12 has been turned ON (charging stop operation) on the displayed screen A (S122). When the operation unit OP12 is turned ON (YES in S122), the portable terminal UT displays screen A2 shown in FIG. 14 in S123, thereby requesting the user to perform a second charging stop operation (operation of the operation unit OP201). At this time, the amount of incentive loss is notified by screen A2. After that, the portable terminal UT determines whether or not the operation unit OP201 has been operated while keeping screen A2 displayed in S124.

[0139] When the operation unit OP201 is operated on the screen A2 (YES in S124), the portable terminal UT decides to stop energy management by the vehicle 100, and executes the processes of S125 to S127 in order. The processes of S125, S126, and S127 are similar to the processes of S115, S116, and S117, respectively. However, in S127, the portable terminal UT requests the vehicle 100 to stop external charging, rather than to start external charging. The ECU 150 stops external charging in response to the request from the portable terminal UT.

[0140] If the operation unit OP102 is operated on screen A1 shown in Fig. 13, NO is determined in S114, and the process returns to the first step (S100). If the vehicle 100 starts external charging in accordance with a VPP command from the server 200 while screen A shown in Fig. 13 is displayed on the mobile terminal UT (S111 to S114), NO is determined in S112 or S114, and the process returns to S100. Then, YES is determined in S100, and the process proceeds to S121.

[0141] If the operation unit OP202 is operated on screen A2 shown in Fig. 14, NO is determined in S124, and the process returns to the first step (S100). If the vehicle 100 stops external charging in accordance with a VPP command from the server 200 while screen A shown in Fig. 14 is displayed on the mobile terminal UT (S121 to S124), NO is determined in S122 or S124, and the process returns to S100. Then, NO is determined in S100, and the process proceeds to S111.

[0142] As described above, the mobile terminal UT accepts a withdrawal operation (ON operation of the operation unit OP11 or OP12) on the screen A shown in FIG. 13 or FIG. 14. When a withdrawal operation is performed on the mobile terminal UT while the vehicle 100 is participating in a DR, the mobile terminal UT notifies the vehicle user of the amount of incentive loss that the vehicle user will lose due to withdrawal midway through the DR on the screen A1 (FIG. 13) or the screen A2 (FIG. 14) before causing the vehicle 100 to leave the DR. This makes it easier for the vehicle user (resource manager) to check the amount of incentive loss when energy management is stopped midway before stopping the energy management. According to the above configuration, the vehicle user can easily determine whether or not to stop the energy management being performed after understanding the incentive (amount of incentive loss) that will be lost when energy management is stopped.

[0143] 13 to 15, when a first leaving operation (ON operation of operation unit OP11 or OP12) is performed on screen A during execution of energy management using vehicle 100, the mobile terminal UT simultaneously displays, on screen A1 (FIG. 13) or screen A2 (FIG. 14), an operation unit (operation unit OP101 or OP201) that accepts the second leaving operation and an incentive loss amount (message Mg11 or Mg21) that the vehicle user loses due to leaving midway through the DR. However, without being limited to this, the mobile terminal UT may be configured to simultaneously display, on screen A that displays vehicle information, an operation unit that accepts the leaving operation and an incentive loss amount that the vehicle user loses due to leaving midway through the DR.

[0144] Fig. 16 is a diagram showing a modified example of the screen shown in Fig. 13. Below, screen A shown in Fig. 16 will be described, focusing on the differences from screen A shown in Fig. 13.

[0145] 16, on this screen A, the information unit IN14A located near the operation unit OP11 notifies the vehicle user of the amount of incentive loss that will be lost due to mid-DR departure. The method of notifying the amount of incentive loss by the information unit IN14A may be, for example, a method similar to the method of notifying the amount of incentive loss by the message Mg11 (FIG. 13) described above. The operation unit OP11 accepts the departure operation, and when the departure operation (ON operation) is performed on the operation unit OP11, the mobile terminal UT executes mid-DR departure of the vehicle 100.

[0146] Fig. 17 is a diagram showing a modified example of the screen shown in Fig. 14. Below, screen A shown in Fig. 17 will be described, focusing on the differences from screen A shown in Fig. 14.

[0147] 17, on this screen A, an information unit IN15A located near the operation unit OP12 notifies the vehicle user of the amount of incentive loss that will be lost due to mid-DR departure. The way in which the amount of incentive loss is displayed may be the same as or different from that on screen A shown in Fig. 16. The operation unit OP12 accepts a departure operation, and when a departure operation (ON operation) is performed on the operation unit OP12, the mobile terminal UT executes mid-DR departure of the vehicle 100.

[0148] Fig. 18 is a flow chart showing a first modified example of the process shown in Fig. 15. The process shown in Fig. 18 will be described below, focusing on the differences from the process shown in Fig. 15.

[0149] 18, when the vehicle 100 is not being charged (NO in S100), the portable terminal UT displays screen A shown in FIG. 16 in S111A. The portable terminal UT then determines whether or not the operation unit OP11 has been turned ON (operation to start charging) on ​​the displayed screen A (S114A). When the operation unit OP11 is turned ON (YES in S114A), the portable terminal UT decides to stop energy management by the vehicle 100, and sequentially executes the processes of S115 to S117 (the same processes as S115 to S117 in FIG. 15). This causes the vehicle 100 to leave the DR, and the vehicle 100 starts external charging.

[0150] If the vehicle 100 is being charged (YES in S100), the portable terminal UT displays screen A shown in Fig. 17 in S121A. The portable terminal UT then determines whether or not the operation unit OP12 has been turned ON (charging stop operation) on the displayed screen A (S124A). Then, when the operation unit OP12 is turned ON (YES in S124A), the portable terminal UT decides to stop energy management by the vehicle 100, and sequentially executes the processes of S125 to S127 (the same processes as S125 to S127 in Fig. 15). As a result, the vehicle 100 leaves the DR, and the vehicle 100 stops external charging.

[0151] In the modified examples shown in Figs. 16 to 18, while energy management using the vehicle 100 is being performed, the mobile terminal UT simultaneously displays, on screen A shown in Fig. 16 or 17, the operation unit OP11 or OP12 that accepts a withdrawal operation and the amount of incentive loss that the vehicle user will lose due to leaving the DR midway. This makes it easier for the vehicle user (resource manager) to check the amount of incentive loss when energy management is stopped midway before stopping the energy management. With the above configuration, the vehicle user can easily determine whether or not to stop the energy management being performed after understanding the incentive (amount of incentive loss) that will be lost when energy management is stopped.

[0152] The operation unit that accepts the detachment operation is not limited to the operation units OP11, OP12 shown in Fig. 13, Fig. 14, Fig. 16, or Fig. 17. During the execution of energy management using the vehicle 100, the mobile terminal UT may display a screen A shown in Fig. 19 described below. Below, the screen A shown in Fig. 19 will be described, focusing on the differences from the screen A shown in Fig. 13.

[0153] Fig. 19 is a diagram showing a modified example of an operation unit that accepts a withdrawal operation. Referring to Fig. 19, this screen A includes an information unit IN30 and an operation unit OP300 instead of the information unit IN14 and the operation unit OP11 (Fig. 13). The operation unit OP300 accepts a withdrawal operation. The information unit IN30 is located near the operation unit OP300, and notifies the vehicle user of the amount of incentive loss that will be lost due to mid-DR withdrawal. When the user touches the operation unit OP300 (DR cancellation button) displayed on the touch panel display of the mobile terminal UT (corresponding to a withdrawal operation), the mobile terminal UT executes mid-DR withdrawal of the vehicle 100.

[0154] FIG. 20 is a flowchart showing a second modified example of the process shown in FIG. 20, in S301, the mobile terminal UT displays the screen A shown in FIG. 19. Then, the mobile terminal UT judges whether or not the operation unit OP300 has been operated (disengagement operation) on the displayed screen A (S302). While the operation unit OP300 is not operated (NO in S302), the process of S301 is repeatedly executed, and the screen A shown in FIG. 19 is continuously displayed. Then, when the operation unit OP300 is operated (YES in S302), the mobile terminal UT decides to stop the energy management by the vehicle 100, and executes the processes of S303 and S304 in order. In S303, the mobile terminal UT changes the charging mode of the vehicle 100 to the normal charging mode, similar to S115 in FIG. 15. Then, in S304, the mobile terminal UT requests the server 200 to stop the remote control of the vehicle 100, similar to S116 in FIG. 15. This causes the vehicle 100 to disengage from the DR.

[0155] The modified examples shown in Figures 19 and 20 above also make it easier for a vehicle user to appropriately decide whether or not to stop the energy management that is currently being performed, after understanding the incentive that will be lost (amount of incentive loss) if energy management is stopped.

[0156] The power system PG (external power source) is not limited to a large-scale AC grid provided by a power company, and may be a microgrid or a DC (direct current) grid. The configuration of the energy management system is not limited to the configuration shown in FIG. 1. The server 200 may communicate with the server 700 via another server. Another server (for example, a server of a higher-level aggregator) may be provided between the server 700 and the server 200. The server 200 may directly communicate wirelessly with the vehicle group 1. The function of the server 500 may be implemented in the server 200, and the server 500 may be omitted. In the above embodiment, the on-premise server (the servers 200 and 500 shown in FIG. 1) functions as a management computer. However, this is not limited to this, and the functions of the servers 200 and 500 (particularly, functions related to resource management) may be implemented on the cloud by cloud computing. The management device 1000 may belong to another electricity supplier (for example, a retail electricity supplier or a TSO) instead of the aggregator.

[0157] In the above embodiment, the charging schedule is established by specifying the day of the week, the charging end time, and the target SOC. However, the present invention is not limited to this, and the essential requirements of the charging schedule can be changed as appropriate. For example, the charging schedule for a specified day can be established by specifying the date, the charging start time, and the charging end time. In the above embodiment, the server 200 determines the charging schedule so that the financial benefit of the manager of the vehicle 100 is increased in each of the smart charging mode and the automatic charging mode, but the method of determining the charging schedule in each charging mode can be changed as appropriate. For example, the charging schedule can be determined so that the consumption of surplus power generated by private power generation is prioritized over financial benefit. Since some users would rather consume power themselves than sell it, the charging schedule can be determined according to the user's preferences. The charging schedule can be determined from the viewpoint of environmental conservation. The server 200 can receive a request regarding the charging schedule from a terminal of a consumer (vehicle user) and determine the charging schedule taking the request into consideration.

[0158] The portable terminal UT may be configured to display not only the charging schedule but also the discharging schedule in a manner similar to the display manner shown in Fig. 5. Furthermore, the portable terminal UT may be configured to display not only the charging amount (kWh) but also the discharging amount (kWh) in a manner similar to the charging amount (kWh) on the screen D shown in Fig. 12.

[0159] At least a part of the functions of the mobile terminal UT may be implemented in a terminal (for example, HMI 81 or NAVI 82) mounted on the vehicle 100 (resource). In such a configuration, the HMI 81 or NAVI 82 functions as an administrator terminal. Alternatively, the mobile terminal UT and the HMI 81 or NAVI 82 may cooperate with each other to function as an administrator terminal.

[0160] The configuration of the vehicle is not limited to the configuration described above (see FIG. 2). The vehicle may include a charger (charging circuit) instead of a charger / discharger. The vehicle may also include a discharger (discharging circuit) instead of a charger / discharger. The power exchanged between the vehicle and the EVSE is not limited to AC power, and may be DC power. A power conversion circuit (e.g., an inverter) for charging or discharging the vehicle battery may be mounted in the EVSE instead of the vehicle. The vehicle may output power discharged from the vehicle battery to an external power source via a discharge connector instead of the EVSE. An xEV other than a BEV (such as a PHEV, FCEV, or range extender EV) may be adopted as a vehicle (resource).

[0161] The vehicle may be configured to be capable of wireless charging. The vehicle may be equipped with solar panels. The vehicle may be configured to be capable of autonomous driving or may be equipped with a flying function. The vehicle is not limited to a four-wheeled passenger car, and may be a bus or a truck. The vehicle may be a MaaS (Mobility as a Service) vehicle. A MaaS vehicle is a vehicle managed by a MaaS operator. The vehicle may be a vehicle capable of running unmanned (for example, a robotaxi, an automated guided vehicle (AGV), or an agricultural machine). The vehicle may be an unmanned or one-seater small BEV (for example, a three-wheeled BEV, a BEV for the last mile, or an electric skater).

[0162] The resource may be a moving body other than an automobile (railroad vehicle, ship, airplane, drone, walking robot, robot cleaner, space probe, etc.). The resource may be an electric machine or appliance (lighting device, air conditioner, cooking appliance, television, refrigerator, washing machine, etc.), or may be at least one of a stationary power storage device and a power generation facility used in a building (house, factory, etc.) or outdoors.

[0163] The above-described various modifications may be implemented in any combination. The embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The scope of the present invention 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]

[0164] 1 Vehicle group, 2 EVSE group, 11 battery, 20 MG, 60 inlet, 61 charger / discharger, 81 HMI, 82 NAVI, 83 air conditioning unit, 90 communication unit, 100 vehicles, 150 ECU, 200, 500, 700 servers, 300 EVSE, 1000 management unit, PG power system, UT mobile terminal.

Claims

1. An energy management system that provides an incentive to a resource manager as compensation for energy management using the resource, comprising: An administrator terminal operated by the administrator, The administrator terminal simultaneously displays an operation unit that accepts a withdrawal operation to terminate the energy management midway while the energy management using the resources is being executed, and the amount of incentive loss that the administrator will lose by terminating the energy management midway.

2. An energy management system that provides an incentive to a resource manager as compensation for energy management using the resource, comprising: An administrator terminal operated by the administrator, the administrator terminal is configured to receive a withdrawal operation for ceasing the energy management using the resource in the middle of the energy management, In an energy management system, when the withdrawal operation is performed on the administrator terminal while the energy management using the resource is being executed, the administrator terminal notifies the administrator of the amount of incentive loss that the administrator will lose by ceasing the energy management midway, before ceasing the energy management.

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