Vehicle

Abstract

To enable a power supply fee to be set properly.SOLUTION: An own vehicle comprises an on-vehicle battery and a control device. The control device has a processor and a memory. A vehicle, which is different from the own vehicle, is set as a power receiving vehicle that can receive electric power. The own vehicle enables the on-vehicle battery to be charged with electric power supplied from the outside, and can perform electric power supply that the electric power stored in the on-vehicle battery is supplied to the power receiving vehicle. The processor executes a process which includes: a step of deriving a charging-time unit battery capacity showing variations of a battery capacity caused by the charging per unit variations of an SOC caused by the charging; a step of deriving a power supply-time unit battery capacity showing variations of the battery capacity caused by the power supply per unit variations of the SOC caused by the power supply; and a step of deriving a power supply fee related to the power supply, in accordance with a result of a comparison between the charging-time unit battery capacity and the power supply-time unit battery capacity.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a vehicle.

Background Art

[0002] For example, Patent Document 1 discloses a technique for supplying power from a power supply vehicle capable of supplying power to a power receiving vehicle that requires charging of an in-vehicle battery. In such a technique, a power supply vehicle capable of supplying power to the power receiving vehicle is selected from among a plurality of vehicles.

Prior Art Document

Patent Document

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] When power is supplied from a power supply vehicle to a power receiving vehicle, depending on the power supply conditions and the like, the deterioration of the in-vehicle battery of the power supply vehicle may progress. If the power supply is repeated and the deterioration of the in-vehicle battery of the power supply vehicle progresses, it becomes necessary to replace the in-vehicle battery at an early stage. Then, as the power supply vehicle, there is a disadvantage that it has to bear the replacement cost of the in-vehicle battery. As a result, it is desired that the power supply vehicle charges a power supply fee that reduces the disadvantage.

[0005] Therefore, an object of the present invention is to provide a vehicle capable of setting an appropriate power supply fee.

Means for Solving the Problems

[0006] To solve the above problems, a vehicle according to an embodiment of the present invention includes an in-vehicle battery, and a control device, and is provided with, the control device is One or more processors, one or more memories connected to the processor, and having, a vehicle different from the own vehicle, the vehicle capable of receiving power is defined as a power receiving vehicle, the own vehicle is capable of charging the in-vehicle battery with externally supplied power and capable of supplying power stored in the in-vehicle battery to the power receiving vehicle, the processor cooperates with a program included in the memory, derives a unit battery capacity during charging indicating a change in battery capacity due to charging per unit change in SOC due to the charging, derives a unit battery capacity during power supply indicating a change in battery capacity due to power supply per unit change in SOC due to the power supply, derives a power supply fee for the power supply according to a comparison result between the unit battery capacity during charging and the unit battery capacity during power supply, and executes a process including the above.

Advantages of the Invention

[0007] According to the present invention, it is possible to set an appropriate power supply fee.

Brief Description of the Drawings

[0008]

Figure 1

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Figure 12

Mode for Carrying Out the Invention

[0009] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. The specific dimensions, materials, numerical values, etc. shown in such embodiments are merely examples for facilitating the understanding of the invention, and do not limit the present invention unless otherwise specified. In the present specification and drawings, elements having substantially the same function and configuration are denoted by the same reference numerals to omit redundant description, and elements not directly related to the present invention are not shown.

[0010] FIG. 1 is a schematic diagram showing the configuration of the power supply system 1 according to the present embodiment. The power supply system 1 includes one or more power receiving vehicles 10, one or more power supply vehicles 12, and a server 14. In FIG. 1, one power receiving vehicle 10 and one power supply vehicle 12 are illustrated. However, the number of power receiving vehicles 10 and power supply vehicles 12 is not limited to one each, and may be any number. In the power supply system 1, although details will be described later, power can be supplied from any power supply vehicle 12 to any power receiving vehicle 10.

[0011] The power receiving vehicle 10 is, for example, an electric vehicle or a hybrid vehicle. The power receiving vehicle 10 is provided with an in-vehicle battery 20. The in-vehicle battery 20 is a secondary battery such as a lithium-ion battery, for example. The in-vehicle battery 20 supplies electric power to a motor generator which is a driving source of the power receiving vehicle 10. The motor generator drives the wheels of the power receiving vehicle 10. Also, the motor generator generates electricity when the power receiving vehicle 10 decelerates. The in-vehicle battery 20 is charged by the electric power generated by the motor generator.

[0012] The power receiving vehicle 10 is provided with a charging port 22. The charging port 22 is electrically connected to the in-vehicle battery 20. The charging port 22 can be connected to a charging connector 24. The power receiving vehicle 10 can receive power from the outside of the power receiving vehicle 10 through the charging port 22 and the charging connector 24. The in-vehicle battery 20 is charged by the electric power received from the outside of the power receiving vehicle 10.

[0013] The SOC (State Of Charge) of the in-vehicle battery 20 decreases as the power receiving vehicle 10 travels. The SOC is an index indicating the charge state or the charging state in the in-vehicle battery 40. When the SOC decreases, charging of the in-vehicle battery 20 becomes necessary. The power receiving vehicle 10 is a vehicle capable of receiving power from the outside of the power receiving vehicle 10 for charging the in-vehicle battery 20. Note that the power receiving vehicle 10 is assumed to be a vehicle different from the power feeding vehicle 12 described later.

[0014] The power receiving vehicle 10 is provided with a communication device 30. The communication device 30 can communicate with the outside of the power receiving vehicle 10. Specifically, the communication device 30 can communicate with a server 14 through a network 32 such as the Internet or a telephone network. The communication device 30 may communicate with the power feeding vehicle 12 through the network 32.

[0015] The power receiving vehicle 10 includes a control device 34. The control device 34 includes one or more processors 36 and one or more memories 38 connected to the processor 36. The memory 38 includes a ROM in which programs and the like are stored and a RAM as a work area. The processor 36 of the control device 34 cooperates with the programs included in the memory 38 to control the entire power receiving vehicle 10. For example, the processor 36 executes processes related to power reception from the outside of the power receiving vehicle 10. The processes executed by the processor 36 will be described in detail later.

[0016] The power feeding vehicle 12 is, for example, an electric vehicle or a hybrid vehicle. The power feeding vehicle 12 includes an in-vehicle battery 40. The in-vehicle battery 40 is a secondary battery such as a lithium-ion battery, for example. The in-vehicle battery 40 supplies power to a motor generator that is a driving source of the power feeding vehicle 12. The motor generator drives the wheels of the power feeding vehicle 12. Also, the motor generator generates electricity when the power feeding vehicle 12 decelerates. The in-vehicle battery 40 is charged by the power generated by the motor generator.

[0017] The power feeding vehicle 12 includes a charging port 42. The charging port 42 is electrically connected to the in-vehicle battery 40. The charging port 42 can be connected to a charging connector 44 outside the power feeding vehicle 12. The power feeding vehicle 12 can supply the power stored in the in-vehicle battery 40 to the outside of the power feeding vehicle 12 through the charging port 42 and the charging connector 44.

[0018] The charging connector 24 that can be connected to the charging port 22 of the power receiving vehicle 10 is provided at the first end of the two ends of the charging cable 46. The charging connector 44 that can be connected to the charging port 42 of the power feeding vehicle 12 is provided at the second end of the two ends of the charging cable 46. When the charging connector 24 is connected to the power receiving vehicle 10 and the charging connector 44 is connected to the power feeding vehicle 12, the power feeding vehicle 12 can supply power to the power receiving vehicle 10 through the charging cable 46. The power feeding vehicle 12 is a vehicle capable of feeding power that supplies the power stored in the in-vehicle battery 40 of the power feeding vehicle 12 to the power receiving vehicle 10.

[0019] In addition, the charging port 42 of the power supply vehicle 12 can also be connected to a charging connector installed at a charging station or the like. The charging connector of the charging station is electrically connected to the power grid. The charging station supplies power to the power supply vehicle 12 through the charging connector. The power supply vehicle 12 can charge the in-vehicle battery 40 with the power supplied from the outside through the charging port 42.

[0020] The power supply vehicle 12 is provided with a communication device 50. The communication device 50 can communicate with the outside of the power supply vehicle 12. Specifically, the communication device 50 can communicate with the server 14 through the network 32. The communication device 50 may also communicate with the power receiving vehicle 10 through the network 32.

[0021] The power supply vehicle 12 is provided with a control device 54. The control device 54 includes one or more processors 56 and one or more memories 58 connected to the processor 56. The memory 58 includes a ROM in which programs and the like are stored, and a RAM as a work area. The processor 56 of the control device 54 cooperates with the programs included in the memory 58 to control the entire power supply vehicle 12. For example, the processor 56 executes processes related to power supply. The processes executed by the processor 56 will be described in detail later.

[0022] The power supply vehicle 12 is provided with a temperature sensor 60, a voltage sensor 62, and a current sensor 64. The temperature sensor 60 detects the temperature of the in-vehicle battery 40. The voltage sensor 62 detects the voltage of the input / output terminals of the in-vehicle battery 40. The current sensor 64 detects the current of the input / output terminals of the in-vehicle battery 40.

[0023] The server 14 is provided with a communication device 70. The communication device 70 can communicate with the power receiving vehicle 10 and the power supply vehicle 12 through the network 32.

[0024] Server 14 includes a control device 74. The control device 74 includes one or more processors 76 and one or more memories 78 connected to the processor 76. The memory 78 includes a ROM in which programs and the like are stored and a RAM as a work area. The processor 76 of the control device 74 cooperates with the programs included in the memory 78 to control the entire server 14. For example, the processor 76 executes processing related to the matching of any power supply vehicle 12 and any power receiving vehicle 10. When the matching is established, the power supply vehicle 12 can supply power to the power receiving vehicle 10 matched with the power supply vehicle 12. The matching will be described in detail later.

[0025] FIG. 2 is a block diagram showing the functions of the control device 54 in the power supply vehicle 12. The processor 56 of the control device 54 functions as a charge control unit 80 and a power supply control unit 82 in cooperation with the programs included in the memory 58.

[0026] The charge control unit 80 executes control related to the charging of the in-vehicle battery 40 by the power supplied from the outside of the power supply vehicle 12. Each time charging is executed, the charge rate unit price is derived. The charge rate unit price is the price per unit amount of electric power in the charging of the in-vehicle battery 40. As will be described later, the charge rate unit price is reflected in the power supply charge when power supply is executed.

[0027] Charging may be performed at the home of the driver of the power supply vehicle 12 or at a charging stand or the like outside the home. For example, the charge control unit 80 acquires the position information of the own vehicle during charging by GPS, and specifies the place where charging is to be executed based on the position information of the own vehicle and the map information of the navigation device. When charging is executed at the home of the driver of the own vehicle, the charge control unit 80 derives the charge rate unit price based on the contract information such as the electricity rate plan of the home and the time zone when charging is executed. When charging is executed at a charging stand, the charge control unit 80 acquires the charge rate unit price at the charging stand through the navigation device. Note that the method of deriving the charge rate unit price is not limited to this example, and any known method may be used.

[0028] The power supply control unit 82 executes control related to power supply for supplying power from the host vehicle that becomes the power supply vehicle 12 to the power receiving vehicle 10. Each time power supply is executed, the power supply control unit 82 derives a power supply charge, which is the price in power supply. The method for deriving the power supply charge will be described in detail later.

[0029] Incidentally, when power is supplied from the power supply vehicle 12 to the power receiving vehicle 10, depending on the power supply conditions and the like, the deterioration of the in-vehicle battery 40 of the power supply vehicle 12 may progress. If the deterioration of the in-vehicle battery 40 of the power supply vehicle 12 progresses due to repeated power supply, it will be necessary to replace the in-vehicle battery 40 at an early stage. Then, as the power supply vehicle 12, there will be a disadvantage that it has to bear the replacement cost of the in-vehicle battery 40.

[0030] Therefore, when the power supply control unit 82 executes power supply, it estimates whether the deterioration of the in-vehicle battery 40 of the power supply vehicle 12 has progressed due to the power supply. Before explaining the estimation of the progress of this deterioration, the current integration value, which is one of the indicators used in this estimation, will be explained.

[0031] FIG. 3 is a diagram for explaining the current integration value. The solid line A10 shows an example of the time transition of the current integration value during charging. The alternate long and short dash line A12 shows an example of the time transition of the current integration value during power supply. Hereinafter, the current integration value during charging may be referred to as the charging current integration value, and the current integration value during power supply may be referred to as the power supply current integration value. The charging current integration value is derived by the charging control unit 80, and the power supply current integration value is derived by the power supply control unit 82.

[0032] Here, assuming that the current value during the charging period is a constant value, the value obtained by multiplying the current value by the charging time is the integrated current value during charging. From this, the charge control unit 80 acquires the measurement result of the current value at each timing during the charging period by the current sensor 64, and derives a representative value of the current value during the charging period. The representative value may be a value obtained by averaging each current value during the charging period, or may be a median value of each current value during the charging period. Then, the charge control unit 80 multiplies the representative value of the current value during the charging period by the charging time to derive the integrated current value during charging.

[0033] Similarly, the power supply control unit 82 acquires the measurement result of the current value at each timing during the power supply period by the current sensor 64, and derives a representative value of the current value during the power supply period. The representative value may be a value obtained by averaging each current value during the power supply period, or may be a median value of each current value during the power supply period. Then, the power supply control unit 82 multiplies the representative value of the current value during the power supply period by the power supply time to derive the integrated current value during power supply.

[0034] In the example of the solid line A10 in FIG. 3, the representative value of the current value during the charging period is 10 A, and the charging time is 48 minutes. In this case, the integrated current value during charging is 8 Ah (10 A × 48 minutes = 8 Ah). Also, in the example of the dashed-dotted line A12 in FIG. 3, the representative value of the current value during the power supply period is 15 A, and the power supply time is 24 minutes. In this case, the integrated current value during power supply is 6 Ah (15 A × 24 = 6 Ah).

[0035] Here, as the deterioration of the in-vehicle battery 40 progresses, the current full battery capacity decreases based on the initial full battery capacity of the in-vehicle battery 40. Also, the SOC indicates the current battery capacity as a percentage when the current full battery capacity is 100%. Therefore, as the deterioration progresses, the value of the full battery capacity corresponding to SOC 100% decreases. Then, the battery capacity per SOC 1%, which is obtained by dividing the current full battery capacity by SOC 100%, decreases as the deterioration of the in-vehicle battery 40 progresses.

[0036] Therefore, in the present embodiment, when estimating the progress of deterioration of the in-vehicle battery 40, indices such as the unit battery capacity during charging and the unit battery capacity during power supply are used.

[0037] As shown in the following formula (1), the unit battery capacity during charging is a value obtained by dividing the integrated value of the charging current by the change amount of the SOC during charging. Unit battery capacity during charging = Integrated value of charging current / Change amount of SOC during charging ···(1)

[0038] As described above, the integrated value of the charging current is a value obtained by integrating the charging current from the start to the end of charging, and corresponds to the change amount of the battery capacity from the start to the end of charging. The change amount of the SOC during charging is the increase amount of the SOC due to charging, and is a value obtained by subtracting the SOC at the start of charging from the SOC at the end of charging. From this, the unit battery capacity during charging indicates the change amount of the battery capacity due to charging per unit change amount of the SOC when charging is executed. Note that per unit change amount of the SOC means the same as when the SOC changes by 1%.

[0039] As shown in the following formula (2), the unit battery capacity during power supply is a value obtained by dividing the integrated value of the power supply current by the change amount of the SOC during power supply. Unit battery capacity during power supply = Integrated value of power supply current / Change amount of SOC during power supply ···(2)

[0040] As described above, the integrated value of the power supply current is a value obtained by integrating the power supply current from the start to the end of power supply. The change amount of the SOC during power supply is the decrease amount of the SOC due to power supply, and is a value obtained by subtracting the SOC at the end of power supply from the SOC at the start of power supply. From this, the unit battery capacity during power supply indicates the change amount of the battery capacity due to power supply per unit change amount of the SOC when power supply is executed.

[0041] Here, it is assumed that power supply is performed after charging. If the deterioration of the in-vehicle battery 40 has not progressed due to the power supply, the per-unit battery capacity during charging before the power supply is equal to the per-unit battery capacity during the power supply. That is, when the per-unit battery capacity during the power supply is equal to the per-unit battery capacity during charging, it can be estimated that the deterioration of the in-vehicle battery 40 has not progressed during this power supply. On the contrary, if the deterioration of the in-vehicle battery 40 progresses due to the power supply, the per-unit battery capacity during the power supply decreases compared to the per-unit battery capacity during charging before the power supply. That is, when the per-unit battery capacity during the power supply is smaller than the per-unit battery capacity during charging, it can be estimated that the deterioration of the in-vehicle battery 40 has progressed during this power supply.

[0042] Therefore, the power supply control unit 82 derives the power supply charge for the power supply according to the comparison result of the per-unit battery capacity during charging and the per-unit battery capacity during the power supply.

[0043] Specifically, when the per-unit battery capacity during the power supply is equal to or greater than the per-unit battery capacity during charging, the power supply control unit 82 sets the base charge, which is the basic charge for the power supply, as shown in the following formula (3), as the power supply charge. Power supply charge = Base charge ···(3)

[0044] On the contrary, when the per-unit battery capacity during the power supply is less than the per-unit battery capacity during charging, the power supply control unit 82 sets the result of adding a predetermined additional charge to the base charge, as shown in the following formula (4), as the power supply charge. The additional charge is a charge obtained as compensation for the progress of the deterioration of the in-vehicle battery 40 due to the power supply. Power supply charge = Base charge + Additional charge ···(4)

[0045] For example, during the charging shown by the solid line A10 in FIG. 3, it is assumed that the SOC at the start of charging is 20% and the SOC at the end of charging is 70%. In this case, the change amount of the SOC during charging is 50%. As described above, since the integrated value of the charging current is 8 Ah, the per-unit battery capacity during charging is 0.16 (8 Ah / 50% = 0.16).

[0046] On the other hand, during power supply indicated by the dashed line A12 in Fig. 3, assume that the SOC at the start of power supply is 70% and the SOC at the end of power supply is 30%. In this case, the change amount of SOC during power supply is 40%. As described above, since the integrated value of the current during power supply is 6 Ah, the unit battery capacity during power supply is 0.15 (6 Ah / 40% = 0.15). Note that the specific example in Fig. 3 uses exaggerated numerical values for convenience of explanation.

[0047] In this example, the unit battery capacity during power supply, which is 0.15, is smaller than the unit battery capacity during charging, which is 0.16. Therefore, in this example, it is considered that the deterioration of the in-vehicle battery 40 has progressed due to power supply, and the fee obtained by adding an additional fee to the base fee is regarded as the power supply fee.

[0048] Thus, in this embodiment, when the unit battery capacity during power supply is less than the unit battery capacity during charging, in other words, when it is considered that the deterioration of the in-vehicle battery 40 has progressed, an additional fee is added. Therefore, even if the driver of the power supply vehicle 12 assumes that the deterioration of the in-vehicle battery 40 has progressed due to power supply, the obtained additional fee can be used for the replacement cost of the in-vehicle battery 40. That is, in this embodiment, even when the power supply vehicle 12 performs power supply, it is possible to prevent a financial disadvantage from occurring to the power supply vehicle 12.

[0049] Note that the unit battery capacity during power supply becoming larger than the unit battery capacity during charging corresponds to the in-vehicle battery 40 rejuvenating due to the execution of power supply, so this does not occur in reality. Therefore, for the case where the unit battery capacity during power supply is greater than or equal to the unit battery capacity during charging, at least, it suffices that the unit battery capacity during power supply is equal to the unit battery capacity during charging. The reason for setting the case where the unit battery capacity during power supply is greater than or equal to the unit battery capacity during charging is for the sake of convenient comparison with the condition of the case where the unit battery capacity during power supply is less than the unit battery capacity during charging.

[0050] In addition, the fact that the unit battery capacity during power supply is equal to the unit battery capacity during charging means that they are equal within a predetermined allowable calculation error range. Therefore, the fact that the unit battery capacity during power supply is less than the unit battery capacity during charging means that the unit battery capacity during power supply is smaller than the unit battery capacity during charging beyond the allowable range of the predetermined calculation error.

[0051] The base fee is derived based on the charging fee unit price and the actual power supply amount. Specifically, as shown in the following formula (5), the power supply control unit 82 multiplies the charging fee unit price by the actual power supply amount and adds a predetermined profit amount to derive the base fee. Base fee = Charging fee unit price × Actual power supply amount + Profit amount ···(5)

[0052] The actual power supply amount is the amount of power actually supplied to the power receiving vehicle 10 during power supply. The profit amount is the monetary profit obtained by the driver of the power supply vehicle 12 due to the execution of power supply. The profit amount can be set to an arbitrary value by the driver of the power supply vehicle 12 or the like.

[0053] The charging fee unit price for deriving the base fee uses the charging fee unit price in the latest charging among the chargings performed so far. Note that the charging fee unit price here is not limited to the charging fee unit price in the latest charging. For example, the average of the charging fee unit prices in each of the chargings performed so far may be used, or the median of the charging fee unit prices in each of the chargings performed so far may be used.

[0054] In this way, the power supply control unit 82 derives the base fee in the power supply fee using the charging fee unit price. Therefore, the driver of the power supply vehicle 12 can obtain a fee at least comparable to the fee paid during charging. As a result, in this embodiment, even if the power supply vehicle 12 supplies the power stored by charging to the power receiving vehicle by power supply, it is possible to prevent a financial disadvantage from occurring to the power supply vehicle 12.

[0055] The additional charge shall be a charge obtained by multiplying a predetermined battery degradation recovery charge by a predetermined weighting coefficient, as shown by the following formula (6). Additional charge = Battery degradation recovery charge × Weighting coefficient ···(6)

[0056] Figure 4 is a diagram for explaining the battery degradation recovery charge. The battery degradation recovery charge is a charge corresponding to the progress of degradation of the in-vehicle battery 40 due to one power supply execution among the replacement costs of the in-vehicle battery 40 in the power supply vehicle 12.

[0057] When the SOH (State Of Health) of the in-vehicle battery 40 of the power supply vehicle 12 becomes equal to or lower than a predetermined value, it is set as the replacement timing at which the in-vehicle battery 40 needs to be replaced. The SOH is an index indicating the degradation state of the in-vehicle battery 40, and represents the current full battery capacity as a percentage with the initial full battery capacity being 100%. For example, when the SOH becomes 80%, it is assumed that the in-vehicle battery 40 is replaced. Also, the battery life is, for example, 5 years, and it is assumed that the SOH drops to 80% when 5 years have passed since the driver acquired the power supply vehicle 12.

[0058] Also, the usage period of the in-vehicle battery 40, specifically, the period from when the driver acquires the power supply vehicle 12 until the in-vehicle battery 40 is replaced, may be referred to as the lifetime. For example, if the power supply vehicle 12 charges once on weekdays, the number of charge times in the lifetime of the power supply vehicle 12 is approximately 1220 times (the number of weekdays in a year × battery life). Also, for example, if the power supply vehicle 12 is powered once on holidays, the number of power supply times in the lifetime of the power supply vehicle 12 is approximately 260 times (the number of holiday days in a year × battery life).

[0059] Also, factors causing degradation of the in-vehicle battery 40 include charging, power supply, running, and leaving it idle. For example, among the factors causing degradation of the in-vehicle battery 40, the proportion of degradation due to charging is 35%, the proportion of degradation due to power supply is 1%, the proportion of degradation due to running is 50%, and the proportion of degradation due to leaving it idle is 14%.

[0060] Also, assume that the battery replacement cost for replacing the in-vehicle battery 40 is, for example, 800,000 yen. Here, the battery replacement cost is divided by the ratio of each factor causing the deterioration of the in-vehicle battery 40 according to each factor. Specifically, the battery replacement cost is divided into the cost corresponding to deterioration due to charging throughout the life, the cost corresponding to deterioration due to power supply throughout the life, the cost corresponding to deterioration due to driving throughout the life, and the cost corresponding to deterioration due to being left idle throughout the life. Then, the cost corresponding to deterioration due to power supply throughout the life is obtained by multiplying the battery replacement cost by 1%, which is the ratio occupied by deterioration due to power supply, and is 8,000 yen (800,000×1 / 100).

[0061] The cost corresponding to deterioration due to power supply throughout the life can be divided for each power supply. Then, the cost corresponding to deterioration due to one power supply is obtained by dividing the cost corresponding to deterioration due to power supply throughout the life by the number of power supplies throughout the life, and is approximately 31 yen (8,000 yen / 260 times).

[0062] The battery deterioration recovery fee is the same as the cost corresponding to deterioration due to one power supply as described above. In the memory 58 of the control device 54 of the power supply vehicle 12, the cost corresponding to deterioration due to one power supply as described above, that is, the battery deterioration recovery fee is preset. Then, the power supply control unit 82 derives an additional fee based on such a battery deterioration recovery fee. Therefore, the driver of the power supply vehicle 12 can obtain an additional fee in which the replacement cost of the in-vehicle battery 40 is appropriately reflected. Note that each numerical value in FIG. 4 is an example and may be set to any value.

[0063] FIG. 5 is a diagram for explaining the weighting coefficient. The weighting coefficient is determined based on the power supply conditions at the time of power supply. The power supply conditions are, for example, the power supply amount, the power supply time, and the temperature of the in-vehicle battery 40 at the time of power supply. The power supply amount (Ah) here corresponds to the integrated value of the current at the time of power supply. Also, the temperature of the in-vehicle battery 40 may be referred to as the battery temperature.

[0064] The weighting factor is derived based on a first coefficient related to the power supply amount during power supply, a second coefficient related to the power supply time, and a third coefficient related to the temperature of the in-vehicle battery 40. Specifically, as shown in the following formula (7), the weighting factor is derived by multiplying the first coefficient, the second coefficient, and the third coefficient. Weighting factor = First coefficient × Second coefficient × Third coefficient ···(7)

[0065] The first coefficient varies depending on the power supply amount. Here, the greater the power supply amount, the higher the likelihood of accelerating the deterioration of the in-vehicle battery 40. Therefore, the first coefficient is set to be a larger value as the power supply amount increases and a smaller value as the power supply amount decreases. For example, when the power supply amount exceeds 30 Ah and is 40 Ah or less, the first coefficient is 1.0. As the power supply amount becomes less than 30 Ah, the first coefficient becomes smaller than 1.0. As the power supply amount becomes more than 40 Ah, the first coefficient becomes larger than 1.0.

[0066] The second coefficient varies depending on the power supply time. Here, the shorter the power supply time, the higher the likelihood of accelerating the deterioration of the in-vehicle battery 40. Specifically, assuming the power supply amount is the same, when the power supply time is shortened, the power rate per unit time of the supplied power, in other words, the slope of the graph of the current integration value in FIG. 3 becomes larger, so the likelihood of accelerating the deterioration of the in-vehicle battery 40 becomes higher. Therefore, the second coefficient is set to be a larger value as the power supply time is shorter and a smaller value as the power supply time is longer. For example, when the power supply time exceeds 30 minutes and is 40 minutes or less, the second coefficient is 1.0. As the power supply time becomes shorter than 30 minutes, the second coefficient becomes larger than 1.0. As the power supply time becomes longer than 40 minutes, the second coefficient becomes smaller than 1.0.

[0067] The third coefficient varies depending on the battery temperature during power supply. Here, the range where the temperature is 15°C or higher and 25°C or lower is defined as normal temperature. The further the battery temperature during power supply deviates from normal temperature towards the low-temperature side or the high-temperature side, the higher the likelihood of accelerating the deterioration of in-vehicle battery 40. Therefore, when the battery temperature during power supply is at normal temperature, the third coefficient is set to the smallest value, for example, 0.7. And as the battery temperature during power supply deviates from normal temperature towards either the low-temperature side or the high-temperature side, the third coefficient is set to increase. For example, when the battery temperature during power supply is 6°C or higher and less than 9°C, or when it exceeds 31°C and is 34°C or lower, the third coefficient becomes 1.0.

[0068] As described above, the weighting coefficient is the value obtained by multiplying the first coefficient, the second coefficient, and the third coefficient respectively. Therefore, the larger the first coefficient, the second coefficient, and the third coefficient are respectively, the larger the weighting coefficient becomes. That is, when power supply is performed under conditions where the deterioration of in-vehicle battery 40 is likely to be accelerated, the weighting coefficient increases.

[0069] Also, as described above, the additional charge is the value obtained by multiplying the battery deterioration recovery charge by the weighting coefficient. Therefore, the larger the weighting coefficient, the higher the additional charge becomes. That is, the higher the likelihood of accelerating the deterioration of in-vehicle battery 40, the higher the additional charge. For this reason, the driver of the power supply vehicle 12 can obtain an appropriate additional charge according to the degree of deterioration progress of in-vehicle battery 40.

[0070] In the memory 58 of the control device 54 of the power supply vehicle 12, a weight map in which the power supply amount, the power supply time, the battery temperature during power supply, and the weighting coefficient are associated is stored in advance.

[0071] FIG. 7 is a diagram showing an example of a weight map. For one condition of battery temperature corresponding to one third coefficient, one weight map corresponds. In one weight map, each condition of power supply amount and each condition of power supply time are arranged in a matrix. At each position of the array, a weighted coefficient obtained by multiplying a first coefficient corresponding to the condition of the power supply amount, a second coefficient corresponding to the condition of the power supply time, and the one third coefficient is set. And a similar weight map is created for each condition of battery temperature.

[0072] The power supply control unit 82 selects a weight map based on the battery temperature during power supply. The power supply control unit 82 applies the power supply amount and the power supply time during power supply to the selected weight map to derive a weighted coefficient. Then, the power supply control unit 82 multiplies the weighted coefficient by the battery degradation recovery fee to derive an additional fee.

[0073] Note that in FIGS. 5 and 6, the power supply amount, the power supply time, and the battery temperature during power supply are exemplified as the power supply conditions for deriving the weighted coefficient. However, the power supply conditions are not limited to this example, and may be any conditions related to the degradation of the in-vehicle battery 40. For example, the number of years of use of the in-vehicle battery 40 may be included as a power supply condition, or the cumulative total number obtained by summing the cumulative value of the number of charge cycles and the cumulative value of the number of power supply cycles of the in-vehicle battery 40 may be included as a power supply condition.

[0074] Also, the additional fee is not limited to the amount obtained by multiplying the battery degradation recovery fee by the weighted coefficient. For example, the battery degradation recovery fee may be used as the additional fee as it is. Further, the power supply control unit 82 may determine the additional fee based on the difference between the unit battery capacity during charging and the unit battery capacity during power supply.

[0075] FIG. 7 is a flowchart for explaining the operation of the charge control unit 80. The charge control unit 80 repeatedly executes the series of processes in FIG. 7 at each predetermined interrupt timing that is visited at a predetermined control cycle.

[0076] First, the charging control unit 80 determines whether charging from outside the power supply vehicle 12 has been executed (S10). If charging from outside the power supply vehicle 12 has not been executed (NO in S10), the charging control unit 80 ends the series of processes.

[0077] If charging from outside the power supply vehicle 12 has been executed (YES in S10), the charging control unit 80 derives the charging rate unit price for this charging (S11).

[0078] Next, the charging control unit 80 multiplies the representative value of the current value during charging by the actual charging time, which is the actual charging time, to derive the integrated charging current value (S12). Next, the charging control unit 80 subtracts the SOC at the start from the SOC at the end of charging to derive the change in SOC during charging (S13). Next, the charging control unit 80 divides the integrated charging current value by the change in SOC during charging to derive the unit battery capacity during charging (S14). The charging control unit 80 stores the derived charging rate unit price for this charging and the unit battery capacity during charging in the memory 58 (S15) and ends the series of processes.

[0079] Figures 8 to 10 are flowcharts for explaining the flow during power supply. "A1", "A2", and "A3" in Figure 8 are connected to "A1", "A2", and "A3" in Figure 9. "B1", "B2", and "B3" in Figure 9 are connected to "B1", "B2", and "B3" in Figure 10. Note that in Figures 8 to 10, for convenience of explanation, one power receiving vehicle 10 and one power supply vehicle 12 are shown, but there may be a plurality of power receiving vehicles 10 and power supply vehicles 12.

[0080] When the driver of the power supply vehicle 12 wants to supply power to other vehicles, the driver inputs a power supply instruction into the power supply vehicle 12. As shown in FIG. 8, in response to the input, the power supply control unit 82 of the power supply vehicle 12 transmits a power supply request for requesting power supply to the server 14 through the communication device 50 (S20). The power supply request includes information for identifying the power supply vehicle 12. The information for identifying the power supply vehicle 12 includes identification information that uniquely identifies the power supply vehicle 12 and position information indicating the position of the power supply vehicle 12. Note that the information for identifying the power supply vehicle 12 is not limited to this example and may be arbitrarily set.

[0081] When the control device 74 of the server 14 receives the power supply request (S21), it stores the information for identifying the power supply vehicle 12 included in the power supply request in the memory 78 (S22). The stored information for identifying the power supply vehicle 12 is used as a matching candidate.

[0082] Also, when the SOC of the in-vehicle battery 20 of the power receiving vehicle 10 decreases, the driver of the power receiving vehicle 10 inputs a power receiving instruction into the power receiving vehicle 10. The control device 34 of the power receiving vehicle 10 determines whether or not the power receiving instruction has been acquired at each predetermined interrupt timing that occurs at a predetermined control cycle (S30). If the power receiving instruction has not been acquired (NO in S30), the control device 34 ends the processing for the current interrupt timing.

[0083] When the power receiving instruction has been acquired (YES in S30), the control device 34 derives a required power receiving power amount indicating the required power amount in power receiving (S31). For example, the driver of the power receiving vehicle 10 sets in advance a target SOC after power receiving. The target SOC is set to, for example, full SOC, but may be set to an arbitrary value by the driver of the power receiving vehicle 10. The control device 34 acquires the current SOC, subtracts the current SOC from the target SOC after power receiving, and derives the required power receiving power amount.

[0084] Next, the control device 34 prompts the driver to input a required power reception time indicating the required power reception time, and sets the required power reception time (S32). Then, the control device 34 transmits a power reception request for requesting power reception to the server 14 through the communication device 30 (S33). The power reception request includes information for identifying the power reception vehicle 10. The information for identifying the power reception vehicle 10 includes the required power reception amount, the required power reception time, identification information for uniquely identifying the power reception vehicle 10, and position information indicating the position of the power reception vehicle 10. Note that the information for identifying the power reception vehicle 10 is not limited to this example and may be arbitrarily set.

[0085] When the control device 74 of the server 14 receives the power reception request (S40), it stores the information for identifying the power reception vehicle 10 included in the power reception request in the memory 78 (S41). The stored information for identifying the power reception vehicle 10 is used as a matching candidate.

[0086] Note that the server 14 has received a power supply request before receiving the power reception request. However, the server 14 may receive a power supply request after receiving the power reception request.

[0087] The control device 74 of the server 14 extracts a power supply vehicle 12 that satisfies a predetermined condition from among the plurality of power supply vehicles 12 stored in the memory 78 (S42). The extraction condition is, for example, a power supply vehicle 12 within a predetermined distance from the position of the power reception vehicle 10 that transmitted the power reception request. The extraction condition is not limited to the exemplified condition and may be arbitrarily set.

[0088] As shown in FIG. 9, the control device 74 of the server 14 transmits a power reception request to the extracted power supply vehicle 12 (S43). When the power supply control unit 82 of the power supply vehicle 12 receives the power reception request (S50), it executes an estimation process (S51) for deriving an estimated power supply fee indicating an estimated value of the power supply fee. At the stage where the matching between the power supply vehicle 12 and the power reception vehicle 10 is not established, since power supply has not been executed yet, an accurate power supply fee cannot be derived. Therefore, the power supply control unit 82 executes an estimation process to derive an estimated power supply fee. The estimated power supply fee is transmitted to the power reception vehicle 10 via the server 14, which will be described later. The driver of the power reception vehicle 10 can refer to the estimated power supply fee of the power supply vehicle 12 and select whether to accept power reception from the power supply vehicle 12. The flow of the estimation process will be described in detail later.

[0089] After the estimation process, the power supply control unit 82 presents the position information of the power reception vehicle 10 and the estimated power supply fee to the driver, and prompts the driver to select whether to confirm acceptance of power supply (S52). Note that the information presented to the driver is not limited to this example, and any information about the power reception vehicle 10 may be presented. The power supply control unit 82 transmits the result selected by the driver of the power supply vehicle 12 and the estimated power supply fee to the server 14 (S53).

[0090] When the control device 74 of the server 14 receives a result indicating acceptance of power supply from the power supply vehicle 12 (S54), it transmits information identifying the power supply vehicle 12 and the estimated power supply fee of the power supply vehicle 12 to the power reception vehicle 10 that is the transmission source of the power reception request (S55).

[0091] Note that when the control device 74 of the server 14 receives a result indicating non-acceptance of power supply from all of the extracted power supply vehicles 12 (S54), it may change the extraction conditions in step S42 and repeat the processes after step S42 again.

[0092] When the control device 34 of the power receiving vehicle 10 receives information identifying the power feeding vehicle 12 (S56), it presents the position information of the power feeding vehicle 12 and the estimated power feeding fee to the driver, and prompts the driver to select whether to accept power reception (S57). Note that the information presented to the driver is not limited to this example, and any information about the power feeding vehicle 12 may be presented. The control device 34 transmits the result selected by the driver of the power receiving vehicle 10 to the server 14 (S58).

[0093] When the control device 74 of the server 14 receives a result indicating acceptance of power reception from the power receiving vehicle 10 (S59), it matches the power receiving vehicle 10 with the power feeding vehicle 12 accepted by the power receiving vehicle 10 (S60).

[0094] Note that when the control device 74 of the server 14 receives a result indicating non - acceptance of power reception from the power receiving vehicle 10 for all of the extracted power feeding vehicles 12 (S59), it may change the extraction conditions in step S42 and repeat the processing after step S42 again.

[0095] Also, when the control device 74 of the server 14 receives a result indicating acceptance of power reception from the power receiving vehicle 10 for a plurality of power feeding vehicles 12 (S59), it may determine a matching partner from among the plurality of accepted power feeding vehicles 12 according to a predetermined condition. For example, the control device 74 of the server 14 derives an estimated value of the power reception fee in the power receiving vehicle 10 based on the required power reception amount acquired from the power receiving vehicle 10. The control device 74 of the server 14 may match the power feeding vehicle 12 whose estimated power feeding fee acquired from the power feeding vehicle 12 is closest to the estimated value of the power reception fee. Note that the predetermined condition is not limited to this example, and may be any condition that can perform matching appropriately.

[0096] When the matching is established, the control device 74 of the server 14 transmits an establishment notice indicating that the matching is established to the power receiving vehicle 10 and the power feeding vehicle 12 (S61).

[0097] When the control device 34 of the power receiving vehicle 10 receives the establishment notice (S62), it presents to the driver of the power receiving vehicle 10 that the matching has been established and prompts the execution of power reception. Note that the control device 34 of the power receiving vehicle 10 may transmit a notice prompting the execution of power reception to the communication terminal device carried by the driver.

[0098] When the power feeding control unit 82 of the power feeding vehicle 12 receives the establishment notice (S63), it presents to the driver of the power feeding vehicle 12 that the matching has been established and prompts the execution of power feeding. Note that the power feeding control unit 82 of the power feeding vehicle 12 may transmit a notice prompting the execution of power feeding to the communication terminal device carried by the driver.

[0099] As shown in FIG. 10, when the matching is established, the driver of the power receiving vehicle 10 moves the power receiving vehicle 10 to a predetermined meeting position (S70). Also, the driver of the power feeding vehicle 12 moves the power feeding vehicle 12 to the meeting position (S71). The meeting position is set, for example, approximately at the middle position between the position of the power receiving vehicle 10 and the position of the power feeding vehicle 12 at the time when the matching is established. Note that it is not limited to the example where both the power receiving vehicle 10 and the power feeding vehicle 12 move, and either one of the power receiving vehicle 10 and the power feeding vehicle 12 may move to the position of the other.

[0100] After the movement is completed, the charging connector 44 of the charging cable 46 is connected to the power feeding vehicle 12, and the charging connector 24 is connected to the power receiving vehicle 10. The control device 34 of the power receiving vehicle 10 waits until the preparation for power reception is completed (NO in S72). The power feeding control unit 82 of the power feeding vehicle 12 waits until the preparation for power feeding is completed (NO in S73). When the power reception preparation in the power receiving vehicle 10 is completed (YES in S72) and the power feeding preparation in the power feeding vehicle 12 is completed (YES in S73), the power feeding control unit 82 of the power feeding vehicle 12 starts the execution of power feeding to the power receiving vehicle 10 (S74). Then, the power receiving vehicle 10 starts receiving power from the power feeding vehicle 12 (S75). In FIG. 10, the movement of power is shown by the arrow of the dashed line.

[0101] The power supply control unit 82 of the power supply vehicle 12 continues power supply until the power supply end condition is satisfied (NO in S76). The power supply end condition is, for example, when the actual power supply amount reaches the smaller value between the available power supply amount and the required power reception amount.

[0102] When the power supply end condition is satisfied (YES in S76), the power supply control unit 82 executes a power supply charge derivation process (S80) to derive the actual power supply charge. The flow of the power supply charge derivation process will be described in detail later. The power supply control unit 82 transmits the derived power supply charge information to the power reception vehicle 10 to bill the power supply charge (S81).

[0103] When the control device 34 of the power reception vehicle 10 receives the power supply charge information (S82), it presents the power supply charge to the driver of the power reception vehicle 10 and urges payment (S83). When the driver of the power supply vehicle 12 receives payment from the driver of the power reception vehicle 10 (S84), the series of operations ends.

[0104] FIG. 11 is a flowchart for explaining the flow of the estimation process (S51). When the estimation process (S51) starts, the power supply control unit 82 of the power supply vehicle 12 derives the available power supply amount, which is the amount of power that can be supplied from its own vehicle to the power reception vehicle 10 (S100). Here, the driver of the power supply vehicle 12 presets the lower limit SOC after power supply, which indicates the allowable lower limit value of the SOC when the SOC decreases due to power supply. The power supply control unit 82 subtracts the lower limit SOC after power supply from the current SOC to derive the available power supply amount.

[0105] Next, the power supply control unit 82 derives an estimated power supply amount, which indicates an estimated value of the amount of power supplied by power supply (S101). Specifically, if the required power reception amount of the power reception vehicle 10 is equal to or greater than the available power supply amount, the power supply control unit 82 sets the available power supply amount as the estimated power supply amount. If the required power reception amount of the power reception vehicle 10 is less than the available power supply amount, the power supply control unit 82 sets the required power reception amount as the estimated power supply amount.

[0106] Next, the power supply control unit 82 reads out the charging rate unit price from the memory 58 (S102). The power supply control unit 82 multiplies the charging rate unit price by the estimated power supply amount to derive an amount equivalent to the charging fee (S103). The amount equivalent to the charging fee is the amount corresponding to the charging rate unit price and supplying power by the estimated power supply amount. The charging rate unit price for deriving the amount equivalent to the charging fee is the charging rate unit price in the latest charging among the chargings performed so far, but is not limited to this example. For example, the power supply control unit 82 may derive the amount equivalent to the charging fee using the charging rate unit price obtained by averaging each charging rate unit price in the chargings performed so far. Further, the power supply control unit 82 may derive the amount equivalent to the charging fee using the median value of each charging rate unit price in the chargings performed so far.

[0107] Next, the power supply control unit 82 derives an estimated weighting coefficient indicating an estimated value of the weighting coefficient (S104). Specifically, the power supply control unit 82 derives an estimated battery temperature indicating an estimated value of the battery temperature at the time of power supply, assuming that power supply to the power receiving vehicle 10 is performed. For example, the power supply control unit 82 estimates the power supply start time based on the distance between the own vehicle and the power receiving vehicle 10 and the current time. The power supply control unit 82 estimates the change amount of the battery temperature from the current time to the power supply start time based on the current time, the power supply start time, and the current outside air temperature. The power supply control unit 82 derives the estimated battery temperature from the change amount of the battery temperature and the current battery temperature. The power supply control unit 82 selects a weight map based on the estimated battery temperature. The power supply control unit 82 regards the estimated power supply amount as the power supply amount, regards the required power receiving time of the power receiving vehicle 10 as the power supply time, applies them to the weight map, and derives the estimated weighting coefficient.

[0108] Next, the power supply control unit 82 derives an estimated power supply fee based on the derived estimated weighting coefficient (S105), and ends the estimation process. Specifically, the power supply control unit 82 adds the amount equivalent to the charging fee, the profit amount, and the value obtained by multiplying the battery degradation recovery fee by the estimated weighting coefficient to derive the estimated power supply fee. Note that the profit amount and the battery degradation recovery fee here are assumed to be set in advance.

[0109] FIG. 12 is a flowchart for explaining the flow of the power supply charge derivation process (S80). When the power supply charge derivation process is started, the power supply control unit 82 acquires the actual power supply power amount indicating the power amount actually supplied by the power supply (S110).

[0110] Next, the power supply control unit 82 reads out the charging rate unit price from the memory 58 (S111). The power supply control unit 82 derives a base charge indicating the basic charge for the power supply (S112). Specifically, the power supply control unit 82 adds the value obtained by multiplying the charging rate unit price by the actual power supply power amount and the profit amount to derive the base charge. The charging rate unit price for deriving the base charge uses the charging rate unit price in the latest charging among the chargings performed so far. Note that the charging rate unit price here is not limited to the charging rate unit price in the latest charging. For example, the average charging rate unit price obtained by averaging each charging rate unit price in the chargings performed so far may be used, or the median value of each charging rate unit price in the chargings performed so far may be used.

[0111] Next, the power supply control unit 82 multiplies the representative value of the current value during power supply by the actual power supply time to derive the integrated current value during power supply (S113). Next, the power supply control unit 82 subtracts the SOC at the end from the SOC at the start during power supply to derive the change amount of SOC during power supply (S114). Next, the power supply control unit 82 divides the integrated current value during power supply by the change amount of SOC during power supply to derive the unit battery capacity during power supply (S115).

[0112] Next, the power supply control unit 82 reads out the unit battery capacity during the latest charging from the memory 58 (S116). Then, the power supply control unit 82 determines whether the unit battery capacity during power supply is less than the unit battery capacity during charging (S117).

[0113] When the unit battery capacity during power supply is equal to or greater than the unit battery capacity during charging (NO in S117), since it can be considered that the degradation of in-vehicle battery 40 has not progressed during this power supply, power supply control unit 82 proceeds to the process of step S118. Note that since the unit battery capacity during power supply becoming larger than the unit battery capacity during charging corresponds to the in-vehicle battery 40 rejuvenating due to the execution of power supply, this does not actually occur. Therefore, in reality, when the unit battery capacity during power supply is equal to the unit battery capacity during charging, the process proceeds to step S118.

[0114] In step S118, power supply control unit 82 sets the base charge derived in step S112 as the power supply charge (S118) and ends the power supply charge derivation process.

[0115] When the unit battery capacity during power supply is less than the unit battery capacity during charging (YES in S117), since it can be considered that the degradation of in-vehicle battery 40 has progressed during this power supply, power supply control unit 82 proceeds to the processes after step S120.

[0116] In step S120, power supply control unit 82 derives a weighting coefficient for this power supply (S120). Specifically, power supply control unit 82 acquires a representative value of the battery temperature during this power supply. The representative value of the battery temperature is, for example, the average value obtained by averaging the battery temperatures at each timing during the execution period of the power supply by the number of measurements of the battery temperature during the execution period of the power supply. Note that the representative value of the battery temperature may be the median value of the measured battery temperatures during the execution period of the power supply. Power supply control unit 82 selects a weight map based on the representative value of the battery temperature. Power supply control unit 82 applies the actual power supply amount and the actual power supply time during this power supply to the weight map to derive the weighting coefficient for this power supply.

[0117] Next, the power supply control unit 82 multiplies the battery degradation recovery fee by a weighting coefficient to derive an additional fee (S121). Then, the power supply control unit 82 adds the additional fee derived in step S121 to the base fee derived in step S112 to derive a power supply fee (S122), and ends the power supply fee derivation process.

[0118] As described above, the processor 56 of the power supply vehicle 12 according to the present embodiment derives the charging unit battery capacity and the power supply unit battery capacity, and derives the power supply fee for power supply according to the comparison result of the charging unit battery capacity and the power supply unit battery capacity.

[0119] Specifically, when the power supply unit battery capacity of the power supply vehicle 12 is equal to or greater than the charging unit battery capacity, the processor 56 of the power supply vehicle 12 sets the base fee as the power supply fee. When the power supply unit battery capacity of the power supply vehicle 12 is less than the charging unit battery capacity, the processor 56 of the power supply vehicle 12 sets the result of adding a predetermined additional fee to the base fee as the power supply fee.

[0120] Therefore, according to the power supply vehicle 12 of the present embodiment, even if the in-vehicle battery 40 deteriorates due to power supply, the power supply fee can be set to an appropriate amount. Therefore, even when the power supply vehicle 12 performs power supply, the driver of the power supply vehicle 12 can use the additional fee to cover the replacement cost of the in-vehicle battery 40 so as not to incur a financial disadvantage.

[0121] As shown in FIG. 7, the charging control unit 80 derived the charging unit battery capacity for each charging. However, various charging information for deriving the charging unit battery capacity may be stored for each charging, and after power supply is executed, the power supply control unit 82 may derive the charging unit battery capacity based on the various charging information.

[0122] Although the embodiments of the present invention have been described above with reference to the accompanying drawings, it goes without saying that the present invention is not limited to such embodiments. It is obvious that those skilled in the art can conceive of various modification examples or correction examples within the scope described in the claims, and it is naturally understood that those also belong to the technical scope of the present invention.

Explanation of Reference Signs

[0123] 10 Receiving vehicle 12 Power supply vehicle 40 In-vehicle battery 54 Control device 56 Processor 58 Memory

Claims

1. An in-vehicle battery, a control device, and are provided with, The control device, one or more processors, one or more memories connected to the processor, and has, a vehicle different from the host vehicle, and a power-receiving vehicle that can receive power is defined as a power-receiving vehicle, The host vehicle can charge the in-vehicle battery with power supplied from the outside, and can supply power stored in the in-vehicle battery to the power-receiving vehicle, The processor cooperates with a program included in the memory, deriving a unit battery capacity during charging that indicates a change amount of the battery capacity due to the charging per unit change amount of the SOC due to the charging, deriving a unit battery capacity during power supply that indicates a change amount of the battery capacity due to the power supply per unit change amount of the SOC due to the power supply, deriving a power supply fee for the power supply according to a comparison result between the unit battery capacity during charging and the unit battery capacity during power supply, A vehicle that executes a process including.

2. The processor, deriving a charging fee unit price indicating a price per unit power amount in the charging every time the charging is executed, acquiring an actual power supply amount indicating the power amount actually supplied to the power-receiving vehicle in the power supply, deriving a base fee indicating a basic fee for the power supply based on the actual power supply amount and the charging fee unit price, when the unit battery capacity during power supply is greater than or equal to the unit battery capacity during charging, using the base fee as the power supply fee, when the unit battery capacity during power supply is less than the unit battery capacity during charging, using the result of adding a predetermined additional fee to the base fee as the power supply fee, The vehicle according to claim 1, which executes a process including.

3. Among the replacement costs of the in-vehicle battery, a cost corresponding to the progress of deterioration of the in-vehicle battery due to one execution of the power supply is defined as a battery deterioration recovery fee, The processor, deriving the additional fee based on the battery deterioration recovery fee The vehicle according to claim 2, which executes a process including.

4. The processor, deriving a weighting coefficient based on the power supply conditions during the power supply, using the result of multiplying the battery deterioration recovery fee by the weighting coefficient as the additional fee, The vehicle according to claim 3, which executes a process including.

5. The vehicle according to claim 4, wherein the weighting factor is derived based on a first factor related to the amount of power supplied, a second factor related to the power supply time, and a third factor related to the temperature of the in-vehicle battery during the power supply.

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