Charging system and charging schedule determination method

Abstract

To allow a device to easily determine an appropriate charging schedule according to a request from a user.SOLUTION: A charging system comprises: a management device which manages user information regarding a user of a vehicle 100 (resource) with a power storage device; and a portable terminal 400 (user terminal) which accepts input from the user. The management device is constituted to perform learning regarding a use schedule of the vehicle 100 by the user by using the user information. The management device transmits information showing accuracy of the learning to the portable terminal 400. The portable terminal 400 accepts input for requesting charging of the power storage device according to the learned use schedule when the accuracy of the learning exceeds a predetermined level, and does not accept the input when the accuracy of the learning does not exceed the predetermined level.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present disclosure relates to a charging system and a method for determining a charging schedule. [Background technology]

[0002] Japanese Patent Publication No. 2021-106498 (Patent Document 1) discloses a control device that allows power to be received from a vehicle connected to power equipment if the vehicle connected to the power equipment is a pre-registered vehicle. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-106498 Summary of the Invention [Problem to be solved by the invention]

[0004] In a charging system that charges a power storage device, the user basically determines the charging schedule. However, to improve user convenience, if the user wants to leave the determination of the charging schedule to a device (e.g., a computer), the device may determine the charging schedule on behalf of the user. Since the charging schedule appropriate for each user differs from user to user, the device may determine the charging schedule based on the user's characteristics. However, the device may not always be in a state where it can fully grasp the user's characteristics and determine an appropriate charging schedule. If the user leaves the determination of the charging schedule to the device when the device does not fully grasp the user's characteristics, an appropriate charging schedule may not be determined.

[0005] The present disclosure has been made to solve the above-mentioned problems, and its purpose is to make it easier for a device to determine an appropriate charging schedule in response to a request from a user. [Means for solving the problem]

[0006] According to an embodiment of a first aspect of the present disclosure, there is provided a charging system as follows. (Item 1) The charging system includes a management device that manages user information related to users of resources equipped with power storage devices, and a user terminal that accepts input from users. The management device is configured to use the user information to learn about the user's resource usage schedule. The management device is configured to transmit information indicating the accuracy of the learning to the user terminal. If the accuracy of the learning exceeds a predetermined level, the user terminal accepts an input requesting charging of the power storage device according to the learned usage schedule, and if the accuracy of the learning does not exceed the predetermined level, the user terminal does not accept the input.

[0007] Hereinafter, charging the power storage device in accordance with the learned usage schedule will also be referred to as "automatic charging." In the above charging system, the management device uses user information (e.g., information indicating user characteristics) to learn about the user's resource usage schedule. Then, the management device transmits information indicating the accuracy of the learning to the user terminal. A management device in a state in which the accuracy of the learning exceeds a predetermined level (hereinafter also referred to as a "learning completed state") is considered to be in a state in which it can determine an appropriate charging schedule. The user terminal does not accept input of an automatic charging request when the management device is not in the learning completed state. Therefore, the user is prevented from requesting automatic charging when the management device is not in the learning completed state. Then, when the management device is in the learning completed state, the user terminal accepts input of an automatic charging request. This enables the user to request automatic charging. This makes it easier for the management device to determine an appropriate charging schedule in response to a request from the user.

[0008] The charging system described in the above paragraph 1 may have the configuration described in any one of paragraphs 2 to 4 below.

[0009] (Item 2) The charging system described in item 1 further has the following feature: The user terminal is configured to display an operation unit that accepts an input requesting charging of the power storage device in accordance with the learned usage schedule when the accuracy of the learning exceeds a predetermined level, and not to display the operation unit when the accuracy of the learning does not exceed the predetermined level.

[0010] According to the above configuration, the user terminal can easily switch whether to accept input of a pre-programmed charging request by switching between displaying and hiding the operation unit (for example, a button).

[0011] (Item 3) The charging system according to item 1 or 2 further has the following features. The resource is a vehicle equipped with a charging circuit that charges the power storage device using power from outside the vehicle, and a charging control device that controls the charging circuit. The user information includes information indicating how the user uses the vehicle. The management device is configured to sequentially receive the user information from at least one of the vehicle and the user terminal, and perform learning using the received user information. The learned usage schedule indicates the scheduled departure time of the vehicle and the target storage amount of the power storage device. If the accuracy of the learning exceeds a predetermined level, the user terminal is configured, upon receiving an input from the user requesting that the power storage device be charged in accordance with the learned usage schedule, to request the charging control device to control the charging circuit so that the storage amount of the power storage device is equal to or greater than the target storage amount at the scheduled departure time.

[0012] According to the above configuration, the management device can easily determine an appropriate charging schedule in accordance with the planned departure time of the vehicle and the target storage amount of the power storage device, which are in accordance with how the user uses the vehicle. Then, when the user terminal receives a request for automatic charging from the user, the charging control device of the vehicle can easily control the charging circuit in accordance with the determined charging schedule.

[0013] The vehicle may be an xEV (exhausted electric vehicle) that uses electricity as all or part of its power source. xEVs include BEVs (electric vehicles), PHEVs (plug-in hybrid vehicles), and FCEVs (fuel cell vehicles).

[0014] (4) The charging system according to any one of paragraphs 1 to 3 further has the following feature: During charging of the power storage device according to the learned usage schedule, the user terminal determines whether the accuracy of the learning exceeds a predetermined level, and if it determines that the accuracy of the learning falls below the predetermined level, the user terminal issues a notification urging the user to stop charging the power storage device according to the learned usage schedule.

[0015] According to the above configuration, when the management device is no longer in the learning completion state during automatic charging, the user can be prompted to stop automatic charging. This prevents automatic charging from continuing when the management device is not in the learning completion state. The user can stop automatic charging at their own discretion and determine their own charging schedule.

[0016] According to an embodiment of the second aspect of the present disclosure, there is provided a charging schedule determination method as follows.

[0017] (Clause 5) The charging schedule determination method includes a management device that manages user information about users of a resource equipped with a power storage device, using the user information to learn about the user's resource usage schedule; the management device transmitting information indicating the accuracy of the learning to a user terminal of the resource; the user terminal determining whether the accuracy of the learning exceeds a predetermined level; and, if it is determined that the accuracy of the learning exceeds the predetermined level, the user terminal accepting an input requesting that the power storage device be charged in accordance with the learned usage schedule.

[0018] In the charging schedule determination method, similar to the charging system described above, the management device can easily determine an appropriate charging schedule in response to a request from a user.

[0019] According to another aspect, there is provided a program that causes a computer to execute the method according to claim 5. In one aspect, there is provided a computer device including a storage device that stores the program and a processor that executes the program stored in the storage device. In another aspect, there is provided a computer device that distributes the program. [Effects of the Invention]

[0020] According to the present disclosure, it becomes possible for a device to more easily determine an appropriate charging schedule in response to a request from a user. [Brief explanation of the drawings]

[0021] [Figure 1] 1 is a diagram illustrating a schematic configuration of an energy management system according to an embodiment of the present disclosure. [Figure 2] FIG. 2 is a diagram illustrating the configuration of the vehicle and the EVSE illustrated in FIG. [Figure 3] FIG. 10 is a diagram illustrating a charging mode setting screen displayed on a mobile terminal in the charging system according to the embodiment of the present disclosure. [Figure 4] 3 is a flowchart illustrating a charging schedule determination method according to an embodiment of the present disclosure. [Figure 5] 5 is a diagram for explaining three types of charging modes (normal charging mode, smart charging mode, and automatic charging mode) that are set by the processing shown in FIG. 4. FIG. [Figure 6] 10 is a flowchart illustrating a process executed when learning accuracy for predicting vehicle usage is reduced after learning is completed in a charging schedule determination method according to an embodiment of the present disclosure. [Figure 7] 7 is a flowchart showing a modified example of the process shown in FIG. 6. DETAILED DESCRIPTION OF THE INVENTION

[0022] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present disclosure will be described in detail with reference to the accompanying drawings. In the drawings, the same or corresponding parts are designated by the same reference numerals and their description will not be repeated.

[0023] Fig. 1 is a diagram showing a schematic configuration of an energy management system according to an embodiment of the present disclosure. Referring to Fig. 1, the energy management system according to this embodiment includes a vehicle group 1, an EVSE group 2, a server 700, a power generation facility 800, a server 900, and a management device 1000. The management device 1000 includes servers 200 and 500. EVSE stands for Electric Vehicle Supply Equipment. The energy management system according to this embodiment corresponds to an example of a "charging system" according to the present disclosure.

[0024] Each of the servers 200, 500, 700, and 900 is, for example, a computer equipped with an HMI (Human Machine Interface) and a communication I / F (Interface). Each computer includes a processor and a storage device. The storage device stores programs executed by the processor as well as information used by the programs (e.g., maps, formulas, and various parameters). The HMI includes an input device and a display device. The HMI may be a touch panel display.

[0025] The power system PG is a power network 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 power transmission and distribution company corresponds to the TSO (system operator) of the power system PG (commercial power source). The power system PG supplies AC power (for example, single-phase or three-phase AC power). The server 700 corresponds to a computer belonging to the power transmission and distribution company.

[0026] 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 for the power grid PG. Each vehicle included in the vehicle group 1 is a personally owned vehicle (POV). The user of the vehicle corresponds to the 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. The vehicle group 1 includes a vehicle 100 having a configuration described below (see FIG. 2). The configuration of the vehicle 100 and the other vehicles in the vehicle group 1 may be the same or different.

[0027] The EVSE group 2 includes multiple 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 multiple types of EVSEs (e.g., normal chargers and rapid 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.

[0028] The management device 1000, the server 700, the server 900, 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 servers 700 and 900 communicate 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 wireless base stations. Each vehicle is configured to access the communication network NW via wireless communication and be connected to the communication network NW. Each EVSE is connected to the communication network NW via, for example, 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 via wireless communication.

[0029] The power grid PG is configured to supply power to other entities besides the EVSE group 2. Specifically, the power grid PG is also electrically connected to buildings (e.g., homes, factories, or commercial facilities) not shown. The server 900 corresponds to a computer belonging to an electricity retailer. The electricity retailer pays a wheeling charge to an electricity transmission and distribution company and provides electricity to each consumer using the power grid PG. The electricity retailer procures electricity from an electricity market (e.g., a market established and operated by a wholesale electricity exchange) and power generation facilities 800 (e.g., power generation facilities belonging to power generation companies with which the electricity retailer has entered into a bilateral contract), and sells the procured electricity to multiple consumers. The power generation facilities 800 may include at least one of a pumped-storage power plant, a solar power plant, a wind power plant, a hydroelectric power plant, a geothermal power plant, a biomass power plant, and a nuclear power plant.

[0030] FIG. 2 is a diagram showing the configurations of vehicle 100 and EVSE 300. Referring to FIG. 2 together with FIG. 1, EVSE 300 is configured to receive power from power grid PG and supply power. EVSE 300 incorporates power supply circuit 310 and includes charging cable 320. Power supply circuit 310 is electrically connected to power grid PG. Charging cable 320 has connector 320a (plug) at its tip. Power supply circuit 310 converts power supplied from power grid PG into power suitable for supplying power to vehicle 100 and outputs the converted power to charging cable 320. EVSE 300 outputs power to be supplied to vehicle 100 from connector 320a.

[0031] The vehicle 100 is provided with 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 parked vehicle 100, 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, when the vehicle 100 is traveling, the vehicle 100 is electrically disconnected from both the EVSE 300 and the power grid PG (hereinafter also referred to as a "plugged-out state"). Note that while FIG. 2 shows only the inlet 60 corresponding to the power supply method of the EVSE 300, the vehicle 100 may be provided with multiple inlets to support multiple power supply methods (e.g., AC and DC methods).

[0032] 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 device (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. The storage device 153 stores programs as well as information used by the programs (e.g., maps, formulas, and various parameters). In this embodiment, the processor 151 executes the programs stored in the storage device 153, thereby performing various types of control in the ECU 150 (e.g., charge control and discharge control of the battery 11). The ECU 150 corresponds to an example of a "charge control device" according to the present disclosure.

[0033] Vehicle 100 is configured to be able to run using power stored in battery 11. Vehicle 100 according to this embodiment is an electric vehicle (BEV) that does not have an engine (internal combustion engine). As battery 11, 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. Examples of vehicle secondary batteries include lithium-ion batteries and nickel-metal hydride batteries. Battery 11 corresponds to an example of a "power storage device" according to the present disclosure.

[0034] The vehicle 100 further includes a BMS (Battery Management System) 11a that monitors the state of the battery 11. The BMS 11a includes various sensors that detect the state of the battery 11 (e.g., voltage, current, and temperature) and outputs the detection results to the ECU 150. In addition to the above-mentioned sensor functions, the BMS 11a may further include 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. The ECU 150 can acquire the state of the battery 11 (e.g., temperature, current, voltage, SOC, and SOH) based on the output of the BMS 11a. The SOC indicates the remaining amount of charge and is, for example, the ratio of the current amount of charge to the amount of charge in a fully charged state, expressed as 0 to 100%. The SOH indicates the degree of health or deterioration and is, for example, the ratio of the current fully charged capacity to the initial fully charged capacity, expressed as 0 to 100%.

[0035] 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. The charger / discharger 61 and the charge / discharge relay 62 are each 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.

[0036] 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 and disconnection of an electric 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 results to the ECU 150.

[0037] A plugged-in vehicle 100 is capable of external charging (i.e., charging the battery 11 with power from outside the vehicle) and external power feeding (i.e., feeding power from the battery 11 to an external device outside the vehicle). The vehicle 100 can adjust power in the power grid PG by external charging and external power feeding. Power for external charging is supplied to the inlet 60 from the power grid PG via 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 feeding 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 feeding 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 grid PG. When either external charging or external power supply is performed, the charge / discharge relay 62 is closed (connected), and when neither external charging nor external power supply is performed, the charge / discharge relay 62 is opened (disconnected).

[0038] 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, three, or more. The traction motors may be in-wheel motors.

[0039] The PCU 22 drives the MG 20 using power supplied from the battery 11. The SMR 12 switches between connection and disconnection of an electric path from the battery 11 to the PCU 22. The PCU 22 includes, for example, an inverter and a DC / DC converter. The SMR 12 and the PCU 22 are each controlled by the ECU 150. The SMR 12 is in a closed state (connected state) when the vehicle 100 is running. The SMR 12 is also in a closed state when power is exchanged between the battery 11 and the inlet 60 (and ultimately, outside the vehicle).

[0040] The vehicle 100 further includes an HMI 81, a navigation system (hereinafter also referred to as “NAVI”) 82, and a communication device 90.

[0041] 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.

[0042] The NAVI 82 includes, for example, a touch panel display, a GPS (Global Positioning System) module, a processor, and a storage device. The storage device stores map information. The NAVI 82 is configured to be able to detect the position of the vehicle 100 using the GPS and display the position of the vehicle 100 on a map in real time. The NAVI 82 refers to the map information and performs a route search to find the optimal route (e.g., the shortest route) from the current position of the vehicle 100 to the destination. The NAVI 82 may successively update the map information via OTA (Over The Air).

[0043] The communication device 90 includes a communication I / F that allows the vehicle 100 to communicate with devices outside the vehicle. Specifically, the communication device 90 includes a wireless communication device (e.g., a DCM (Data Communication Module)) that can access the communication network NW. The vehicle 100 performs wireless communication with each of the servers 200 and 500, for example, in both the plugged-in state and the plugged-out state. In this embodiment, the vehicle 100 receives commands or notifications from each of the servers 200 and 500 via the wireless communication device. However, the present invention is not limited to this, and the vehicle 100 may perform wired communication with at least one of the servers 200 and 500 via the EVSE 300 in the plugged-in state.

[0044] The mobile terminal 400 is a terminal carried and operated by the manager (vehicle user) of the vehicle 100. The mobile terminal 400 accepts input from the user. In this embodiment, a smartphone equipped with a touch panel display is adopted as the mobile terminal 400. The mobile terminal 400 has a built-in computer. However, the mobile terminal 400 is not limited to a smartphone. For example, a laptop, a tablet terminal, a wearable device (such as a smart watch or smart glasses), or an electronic key can also be adopted as the mobile terminal 400. The mobile terminal 400 corresponds to an example of a "user terminal" according to the present disclosure.

[0045] The communication device 90 includes a communication I / F for directly communicating with a mobile terminal 400 present inside the vehicle or within a range around the vehicle. The communication device 90 and the mobile terminal 400 may perform short-range communication using a wireless local area network (LAN), near field communication (NFC), or Bluetooth (registered trademark). However, any communication method can be used as the communication method between the vehicle 100 and the mobile terminal 400.

[0046] The mobile terminal 400 is registered in advance with the server 200, 500 and is configured to be capable of wireless communication with the server 200, 500. Predetermined application software (hereinafter referred to as a "mobile app") is installed on the mobile terminal 400. The server 200, 500 performs predetermined authentication before starting communication with the mobile terminal, and communicates only with mobile terminals that have been successfully authenticated. This prevents mobile terminals that are not registered with the server 200, 500 from engaging in unauthorized communication. The user of the vehicle 100 can start communication with the server 200, 500 by inputting predetermined authentication information (information required for the above authentication to be successful) into the mobile terminal 400. Furthermore, by registering the predetermined authentication information in the mobile app, input of the authentication information can be omitted. The mobile terminal 400 can exchange information with the server 200, 500 through the above mobile app.

[0047] In this embodiment, the mobile terminal 400 includes a location sensor. The location sensor may be a sensor using a GPS. The mobile terminal 400 transmits information indicating the user's location (hereinafter also referred to as "user location information") to the server 500 periodically or in response to a request from the server 500.

[0048] The vehicle system (the system that controls the vehicle 100) including the ECU 150 is switched on (operated) / 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. Also, 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 "ignition switch."

[0049] Referring again to FIG. 1 , server 200 corresponds to a computer belonging to an aggregator. The aggregator is an electric utility that provides energy management services by aggregating multiple distributed energy resources (hereinafter referred to as "DERs (Distributed Energy Resources)"). As will be described in detail later, the aggregator performs energy management using DERs. Each vehicle included in vehicle group 1 corresponds to an example of a "resource" according to the present disclosure and can function as a DER. Server 200 may remotely and collectively control multiple DERs (e.g., each vehicle included in vehicle group 1) to cause these DERs to function as a VPP (Virtual Power Plant). Note that server 500 may belong to the aggregator or an automobile manufacturer.

[0050] The server 200 may perform DR (Demand Response) for each DER to integrate and control the multiple DERs as a VPP. The DR requests the DER to adjust the power of the power grid PG. The server 200 is configured to be able to bid in an electricity market (e.g., a supply and demand balancing market). The supply and demand balancing market is a market where a TSO (Transmission and Distribution Operator) of the power grid PG procures adjustment power. The server 200 may use DR to cause multiple DERs (e.g., each vehicle included in the vehicle fleet 1) to adjust the power of the power grid PG as requested by the server 700 or server 900, or to adjust the power of the power grid PG for which a bid has been made in the electricity market.

[0051] DERs' participation in DR (power regulation) can add flexibility and academia to the power grid PG. The administrator of a DER participating in DR authorizes the server 200 to remotely control it. In a situation where the server 200 is permitted to remotely control a DER, the server 200 can remotely control the DER so that the DER performs power regulation of the power grid PG (e.g., charging promotion, charging suppression, discharging, power consumption promotion, or power consumption suppression). When an imbalance is predicted to occur in the power grid PG with respect to the simultaneous balancing amount, the server 200 may control the DER 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 sends a command to the DER, the DER cannot perform power regulation by remote control unless the DER is ready for power regulation. Therefore, the administrator of a DER participating in DR is required to complete the DER preparation before the start of DR.

[0052] 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 reserve capacity of the power grid PG by remote control.

[0053] Before starting the above-mentioned DR, the server 200 transmits a DR request signal to a user terminal set for each vehicle included in the vehicle group 1. The DR request signal is a signal requesting participation in DR (power regulation). The DR request signal includes the requested energy management content (e.g., downward DR or upward DR) and the DR period (DR start time and DR end time). An upward DR is basically a DR that requests an increase in demand. However, if the DER receiving the request is a power generation facility, the upward DR may also request the DER to reduce supply. On the other hand, a downward DR is a DR that requests demand reduction or reverse power flow.

[0054] The server 500 manages user information related to the users of each vehicle included in the vehicle group 1. The server 500 manages the user information for each user, distinguishing it by user ID (user identification information). The user information includes information related to the vehicle used by the user (hereinafter also referred to as "vehicle information"). The vehicle information includes information indicating the location and state transition of the vehicle used by the user, and information set on the vehicle by the user. Specifically, the vehicle information includes, for example, the amount of electricity stored in the power storage device (e.g., the SOC of the battery 11), the grid connection state (plugged-in state / plugged-out state), the state of the vehicle system (on / off), information set in the navigation system (e.g., the driving route to the destination), and data related to vehicle use (e.g., data linking the vehicle's location with the time regarding daily vehicle use). From this information, it is possible to determine how the user has operated the vehicle or how the user intends to operate the vehicle. In other words, the vehicle information indicates the characteristics of the user (more specifically, the way the user uses the vehicle). The server 500 periodically communicates with each vehicle included in the vehicle group 1 and sequentially receives vehicle information from each vehicle.

[0055] In addition to the vehicle information, the user information further includes the above-mentioned user location information (information indicating the location of the vehicle user) and data on the vehicle user's behavior (for example, data linking the user's location with time regarding the user's daily behavior). The user information may also include a pre-registered charging location, specifications of power supply equipment installed at the charging location (for example, information indicating the power supply capacity), and specifications of the vehicle used by the user (for example, specifications regarding charging and discharging).

[0056] The user information is stored in a storage device of the server 500 and is updated sequentially. The charging location of the vehicle 100 (the location where the EVSE 300 is installed) shown in FIG. 2 may be the home of the vehicle user. In this embodiment, while the vehicle 100 is traveling, the location 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, when the vehicle 100 switches between a plugged-in state and a plugged-out state, the latest grid connection state is transmitted from the vehicle 100 to the server 500. Furthermore, 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 traveling route searched by the NAVI 82 is transmitted from the vehicle 100 to the server 500.

[0057] The server 200 can acquire the above-mentioned user information from the server 500. The server 500 transmits the user information to the server 200, for example, in response to a request from the server 200. The server 500 may also periodically transmit the user information to the server 200. The user information includes information about each vehicle included in the vehicle group 1. In this embodiment, since there is a one-to-one correspondence between users and vehicles, the user ID also functions as a vehicle ID (vehicle identification information).

[0058] For example, at the start of power adjustment (DR start time), server 200 determines whether preparation for power adjustment is complete for each vehicle based on the vehicle information of each vehicle received from server 500. Then, server 200 selects vehicles for power adjustment from among the vehicles that are ready, and transmits a command for remote control (hereinafter also referred to as a "VPP command") to the selected vehicles. The required number of vehicles for power adjustment are selected. The VPP command is, for example, a command for remote charge control or remote discharge control. Server 200 remotely controls charging or discharging of the batteries of the selected vehicles, thereby adjusting the power of the power grid PG.

[0059] In the energy management system according to this embodiment, incentives are given to DER managers as compensation for energy management using DERs. For example, the users (vehicle managers) of each vehicle included in vehicle group 1 can receive a predetermined incentive if they enter into a contract with the aggregator in advance and meet certain requirements. The server 200 may manage the incentives given to the users of each vehicle included in vehicle group 1 by distinguishing them by user ID.

[0060] 3 is a diagram showing a charge mode setting screen displayed on the touch panel display of the mobile terminal 400. Referring to FIG. 3, when a mobile app is launched on the mobile terminal 400, the mobile app requests user authentication (login). The user can log in by inputting predetermined authentication information into the mobile terminal 400. The mobile terminal 400 can acquire user information about the user who has logged in to the mobile app from the server 200 or 500. After logging in, the mobile terminal 400 displays a charge mode setting screen Sc1. The charge mode setting screen Sc1 displays information to the user and accepts input from the user.

[0061] The charge mode setting screen Sc1 includes operation units OP11 to OP14 and information units IN11 to IN13. The information unit IN11 indicates the current SOC of the battery 11. The information unit IN12 indicates the charge state of the battery 11 (for example, waiting to charge / charging / charged). The information unit IN13 indicates information related to the next charge (for example, the charge end time and the SOC at the end of charge). In this embodiment, the charge end time for the next charge corresponds to the scheduled start time of use of the vehicle 100 (scheduled departure time). The charge end SOC for the next charge corresponds to the target SOC of the battery 11 in the next charge control.

[0062] The user can set a usage schedule for the vehicle 100 in the mobile terminal 400 by operating the operation unit OP11 (setting button). Specifically, when the user touches the operation unit OP11 on the charge mode setting screen Sc1 (touch panel screen), a usage schedule setting screen Sc3 is displayed. The usage schedule setting screen Sc3 includes operation units OP21 and OP22 (drum roll) and an operation unit OP23 (enter button). The user can input a scheduled departure time for the vehicle 100 using the operation unit OP21 (drum roll). The input scheduled departure time is set as the charging end time for the next charge. The user can also input a target SOC (SOC at the end of charging) for the scheduled departure time using the operation unit OP22 (drum roll). When the operation unit OP23 (enter button) is operated after inputting this information, the next charge is reserved in the mobile terminal 400 according to the input details, and information about the reserved next charge is displayed on the information unit IN13.

[0063] The user can cancel the planned use of the vehicle 100 (and thus the next reserved charge) set in the mobile terminal 400 by operating the operation unit OP12 (cancel button). If the next charge has not been reserved, the mobile terminal 400 may display a message informing the user that the next charge has not been reserved on the information unit IN13.

[0064] 2, a charging mode corresponding to an input from a user is set in the ECU 150 from among a plurality of charging modes. Specifically, the mobile terminal 400 accepts an input of a charging mode from the user on the charging mode setting screen Sc1, and sets the input charging mode in the vehicle 100 (ECU 150). The user can select any charging mode from three charging modes and set it in the vehicle 100 using operation units OP13 and OP14 (toggle switches) on the charging mode setting screen Sc1.

[0065] For example, when both the operation units OP13 and OP14 are in the OFF state, this means that the user has selected the first charging mode (hereinafter also referred to as the "normal charging mode"). When the operation unit OP13 is in the ON state and the operation unit OP14 is in the OFF state, this means that the user has selected the second charging mode (hereinafter also referred to as the "smart charging mode"). When the operation unit OP13 is in the OFF state and the operation unit OP14 is in the ON state, this means that the user has selected the third charging mode (hereinafter also referred to as the "automatic charging mode"). Note that the operation units OP13 and OP14 are linked to each other. When the operation unit OP13 is turned ON, the operation unit OP14 is turned OFF, and when the operation unit OP14 is turned ON, the operation unit OP13 is turned OFF. However, if the next charging has not been reserved for the portable terminal 400, an operation to switch to the smart charging mode (for example, an operation to switch ON the operation unit OP13) is prohibited. The portable terminal 400 may hide the operation unit OP13 to prohibit the switch to the smart charging mode.

[0066] In this embodiment, when the charging mode of the vehicle 100 is the automatic charging mode, the server 200 predicts the usage of the vehicle 100 using a trained model (e.g., a neural network optimized by a learning process). The server 200 generates the trained model by machine learning using, for example, AI (artificial intelligence). The server 200 performs the machine learning using the above-mentioned user information. The server 200 performs the learning process based on, for example, user information received from the server 500. The server 200 may perform the learning process every time new user information is received from the server 500. The server 200 improves the learning accuracy by performing the learning process based on the latest user information. For example, when a predetermined condition (such as a time condition described below) is input into the trained model, the server 200 performs the machine learning so that a usage schedule of the vehicle 100 corresponding to the condition (e.g., the scheduled departure time and the amount of power used by the vehicle 100 after departure) is output from the trained model.

[0067] Server 200 learns the user's vehicle usage schedule (e.g., future vehicle location and power storage data) from, for example, historical data on the user's vehicle use (e.g., past location data and power storage data managed separately by weather conditions, traffic congestion, and day of the week). The input of the trained model (the above-mentioned predetermined conditions) may include at least one of time conditions (season, day of the week, date and time, etc.), environmental conditions (weather conditions, traffic congestion, etc.), vehicle conditions (e.g., conditions under which the vehicle reaches a predetermined state), a driving plan set by the user, and a user's behavior schedule. The output of the trained model (the vehicle usage schedule corresponding to the above-mentioned predetermined conditions) may include at least one of the parking location, the scheduled parking start time, the scheduled charging start time, the scheduled departure time, and the amount of power used by the vehicle after departure (or the amount of power to be charged to the power storage device).

[0068] The server 200 may use the vehicle's location information and stored power information (e.g., SOC information) to learn the arrival time of the vehicle at the destination and the stored power amount at the time of arrival. The server 200 may learn the timing at which the vehicle system is switched on / off. The server 200 may learn the vehicle's location when the vehicle system is switched from on to off. The server 200 may learn the vehicle's location when the vehicle is parked. The server 200 may learn the time from when the vehicle system is switched from off to on until the vehicle departs.

[0069] The server 200 may obtain future environmental conditions (e.g., weather forecast information and traffic congestion forecast information) using publicly known services provided on the Internet (e.g., weather information services and traffic information services). The server 200 may also obtain a driving plan from information set in a navigation system. Examples of a driving plan include a departure point, departure time from the departure point, destination, arrival time at the destination, and driving route to the destination. The server 200 may learn the relationship between the driving plan and the vehicle usage schedule.

[0070] The server 200 may learn the user's behavior schedule (for example, future changes in the user's location) according to conditions defined by time conditions, environmental conditions, etc. The server 200 may learn the user's behavior schedule from history data related to the user's behavior (for example, past location data managed separately according to weather conditions, traffic congestion, and day of the week). The server 200 may then learn the relationship between the user's behavior schedule and the vehicle usage schedule.

[0071] 4 is a flowchart showing the learning process by management device 1000 (particularly server 200) and the charge mode setting process by mobile terminal 400. "S" in the flowchart denotes a step. Server 200 repeatedly executes a series of processes from S11 to S16. Meanwhile, a series of processes from S21 to S27 is executed by mobile terminal 400. In each of server 200 and mobile terminal 400, a processor executes a program stored in a storage device, thereby executing the processes related to each step in the flowchart. However, without being limited to this, each of server 200 and mobile terminal 400 may execute various processes using dedicated hardware (electronic circuits) rather than software.

[0072] 1 to 3 as well as FIG. 4, in S11, server 200 determines whether or not a learning completion flag is OFF. In this embodiment, a storage device of server 200 pre-stores a learning completion flag. The learning completion flag is a parameter that indicates whether or not learning for predicting the use of vehicle 100 described above has been completed. When the learning completion flag is ON, it means that learning has been completed. When the learning completion flag is OFF, it means that learning has not been completed.

[0073] If the learning completion flag is OFF (YES in S11), the server 200 transmits a signal indicating that learning for usage prediction of the vehicle 100 is not complete (hereinafter also referred to as a "learning signal") to the mobile terminal 400 in S12. Subsequently, the server 200 uses the user information to learn the model for usage prediction of the vehicle 100 described above in S13. For example, the server 200 requests new user information from the server 500, and upon receiving the new user information, executes the learning process. The server 200 may perform machine learning of the model using the new user information as learning data (training data).

[0074] Subsequently, in S14, the server 200 determines whether the learning is complete. The server 200 may determine whether the learning is complete based on the current learning accuracy. The learning accuracy can be expressed by a known evaluation index. For example, the smaller the prediction error by the model, the higher the learning accuracy of the model. The server 200 may evaluate the learning accuracy using a known method. The server 200 may evaluate the learning accuracy using test data (evaluation data) extracted from user information (particularly, historical data related to the user's use of the vehicle). The server 200 may determine that the learning is complete when the difference between the current value and the previous value of the learning accuracy, which is expressed by a predetermined evaluation index, is equal to or less than a predetermined reference value, and may determine that the learning is not complete if this is not the case.

[0075] While learning is not complete (NO in S14), S12 to S14 are repeated. Then, when learning is complete (YES in S14), server 200 turns on a learning completion flag in S15, and then transmits a signal indicating that learning for usage prediction of vehicle 100 has been completed (hereinafter also referred to as a "learning completion signal") to mobile terminal 400 in S16. When the process of S16 is executed, the series of processes from S11 to S16 ends, and the process returns to the first step (S11). While the learning completion flag is ON (NO in S11), the determination of S11 is repeated.

[0076] The portable terminal 400 starts a series of processes from S21 to S27 every time it receives a learning signal (S12) or a learning completion signal (S16) from the server 200. In S21, the portable terminal 400 determines whether learning is complete. If the portable terminal 400 receives the learning completion signal, YES is determined in S21, and the process proceeds to S22 and S24. If the portable terminal 400 receives the learning signal, NO is determined in S21, and the process proceeds to S23 and S24. The portable terminal 400 may display a pop-up overview of the automatic charging mode when learning is completed.

[0077] In S22, the mobile terminal 400 displays the charging mode setting screen Sc1 (hereinafter also referred to as the "first screen") shown in Fig. 3. On the other hand, in S23, the mobile terminal 400 displays the charging mode setting screen Sc2 (hereinafter also referred to as the "second screen"). The display content of the second screen is the same as the display content of the first screen, except that the information M1 (including the operation unit OP14) related to the automatic charging mode is not displayed.

[0078] In S24, the mobile terminal 400 accepts input from the user while displaying the first screen or the second screen as a result of the processing in S22 or S23. The first screen displaying the operation unit OP14 accepts an operation to transition to the automatic charging mode. Therefore, if learning is complete (YES in S21), transition to the automatic charging mode is permitted. On the other hand, the second screen not displaying the operation unit OP14 does not accept an operation to transition to the automatic charging mode. Therefore, if learning is not complete (NO in S21), transition to the automatic charging mode is prohibited.

[0079] In S25, the portable terminal 400 determines whether or not it has received an input from the user. If there is no input from the user to the portable terminal 400 (NO in S25), the processing related to changing the charging mode (S26, S27) is not performed, and the series of processing from S21 to S27 ends. On the other hand, if there is an input from the user (YES in S25), the portable terminal 400 acquires the charging mode corresponding to the input from the user in S26. Specifically, the portable terminal 400 displaying the first screen acquires the "normal charging mode" if both operation units OP13 and OP14 are OFF, the "smart charging mode" if the operation unit OP13 is ON, and the "automatic charging mode" if the operation unit OP14 is ON. Furthermore, the portable terminal 400 displaying the second screen acquires the "normal charging mode" if the operation unit OP13 is OFF, and the "smart charging mode" if the operation unit OP13 is ON. Thereafter, in S27, the mobile terminal 400 sets the charging mode acquired in S26 in the vehicle 100 (ECU 150). When the process of S27 is executed, the series of processes from S21 to S27 ends.

[0080] 5 is a diagram for explaining three types of charging modes (normal charging mode, smart charging mode, and automatic charging mode) that can be set in vehicle 100. Below, an example will be described in which user requirements regarding charging are defined by a charging end time and a target SOC. The user requirements are requirements according to the characteristics of the user and can be set by the user himself.

[0081] 5, the mobile terminal 400 sets the charging mode selected by the user to the vehicle 100 (ECU 150) as described above (see S27 in FIG. 4). Specifically, the mobile terminal 400 transmits the charging mode to the vehicle 100. If the selected charging mode is not the automatic charging mode, the mobile terminal 400 also transmits user requirements related to charging (for example, the charging end time and the target SOC set by the operation units OP21 and OP22 shown in FIG. 2) to the vehicle 100. Furthermore, at least one of the mobile terminal 400 and the vehicle 100 transmits the charging mode and the user requirements to at least one of the servers 200 and 500. The charging mode and the user requirements received by the vehicle 100 are set in the ECU 150. The ECU 150 controls charging of the battery 11 according to the set charging mode.

[0082] When the charging mode of the vehicle 100 is the normal charging mode, the vehicle 100 does not allow remote control by the server 200. The ECU 150 charges the battery 11 under local control. In the vehicle 100 set to the normal charging mode, different charging controls are performed depending on whether the next charging (timer charging) is scheduled in the ECU 150. For example, when the charging end time and target SOC are set by the operation units OP21 and OP22 shown in FIG. 2, the next charging (timer charging) is scheduled in the ECU 150. An ECU 150 set to the normal charging mode and for which the next charging is not scheduled (an ECU without timer setting) performs immediate charging as shown by line L1. Immediate charging is external charging that begins immediately when the vehicle 100 is plugged in. Immediate charging according to this embodiment ends when the battery 11 is fully charged.

[0083] The ECU 150 that is set to the normal charging mode and has the next charging reserved (an ECU with a timer setting) executes the reserved next charging, as shown by line L2. In FIG. 5, the charging end time and target SOC of the next charging reserved by the user in the ECU 150 are indicated by coordinate value S A (End time A1 and target value A2). Coordinate value S AThe user requirements are specified by the coordinate value S A The user requirement according to the above is that the SOC of the battery 11 is equal to or greater than the target value A2 at the end time A1. The ECU with timer setting executes charging in the period immediately before the end time A1. Charging is started so that the SOC of the battery 11 reaches the target value A2 at the end time A1. This satisfies the user requirement. By executing charging immediately before the end time A1, the time that the vehicle 100 is left unattended with the SOC of the battery 11 at a high level is shortened, and deterioration of the battery 11 is suppressed.

[0084] When the charging mode of the vehicle 100 is the smart charging mode, the vehicle 100 allows remote control by the server 200. However, the vehicle 100 does not allow remote control by the server 200 in accordance with the user requirements (coordinate value S A ) is not permitted to be changed. The ECU 150 in which the smart charging mode is set permits the server 200 to perform smart charging of the battery 11 during the smart charging period A4 from the time when the vehicle 100 returns home (when plugged in) to the end time A1. In the smart charging of the battery 11 in the smart charging mode, the coordinate value S A As long as the user requirements according to the above are met, the server 200 can freely charge and discharge the battery 11. The server 200 determines a charging schedule and a discharging schedule for the smart charging period A4 and transmits them to the vehicle 100 and the mobile terminal 400. The mobile terminal 400 displays the received charging and discharging schedule in response to a request from the user.

[0085] When the automatic charging mode is set, the ECU 150 permits the server 200 to set user requirements and charge the battery 11 in accordance with the set user requirements. The server 200 sets the user requirements (charging end time and target SOC) using the trained model described above. The server 200, for example, inputs predetermined conditions (such as the time conditions described above) into the trained model. As a result, a usage schedule for the vehicle 100 corresponding to the conditions is output from the trained model. The usage schedule output from the trained model corresponds to the trained usage schedule and includes, for example, a scheduled departure time (scheduled start time of the next usage) and the amount of power required for the next trip (the amount of power consumed in the next usage). The server 200 then sets the acquired scheduled departure time as the charging end time for the next charging, and sets the target SOC for the next charging so that the amount of power appropriate for the next usage (the amount of power that is neither excessive nor insufficient) is stored in the battery 11. In FIG. 5, the charge end time and target SOC for the next charge set in the ECU 150 by the server 200 are represented by coordinate values ​​S B (End time B1 and target value B2). A ) is set, the server 200 converts the user requirements into coordinate values ​​S A to coordinate value S B Change to coordinate value S B The user requirement according to the above is that the SOC of the battery 11 is equal to or greater than the target value B2 at the end time B1.

[0086] When the mobile terminal 400 sets the automatic charging mode in the vehicle 100 (ECU 150), the server 200 is permitted to remotely control the battery 11. When the automatic charging mode is set, the ECU 150 permits the server 200 to automatically charge the battery 11 during an automatic charging period B4 from the time the vehicle 100 returns home (at the time of plugging in) to the end time B1. Automatic charging is charging in accordance with a learned usage schedule (for example, a usage schedule acquired by a learned model). During automatic charging, the ECU 150 controls the charger / discharger 61 (charging circuit) so that the amount of charge in the battery 11 is equal to or greater than the target amount of charge (the amount of charge indicated by the target SOC) at the scheduled departure time. As a result, the coordinate value S B The user requirements are met according to the coordinate value S B As long as the user requirements according to the above are satisfied, the server 200 can freely charge and discharge the battery 11. The server 200 determines a charging schedule and a discharging schedule for the automatic charging period B4 and transmits them to each of the vehicle 100 and the mobile terminal 400. The mobile terminal 400 displays the received charging and discharging schedule in response to a request from the user.

[0087] When the vehicle 100 is selected as a resource for DR, the mobile terminal 400 receives a DR request signal from the server 200. During the smart charging period A4 or the automatic charging period B4, the server 200 can control charging and discharging of the battery 11 for energy management (power adjustment of the power grid PG) requested by DR. During the smart charging period A4 or the automatic charging period B4, the server 200 performs energy management (power adjustment of the power grid PG) by transmitting the above-mentioned VPP command to the vehicle 100. When the vehicle 100 is participating in DR, the charging mode of the vehicle 100 is the smart charging mode or the automatic charging mode, and the vehicle 100 charges or discharges the battery 11 in accordance with the VPP command from the server 200. In this way, the server 200 remotely controls the vehicle 100, thereby performing energy management requested by DR.

[0088] 6 is a flowchart for explaining the processing that is executed when the learning accuracy drops after the completion of learning for usage prediction of the vehicle 100. The server 200 repeatedly executes a series of processing steps S31 to S35.

[0089] 1 to 3 as well as FIG. 6, in S31, server 200 determines whether or not the learning completion flag is ON. If the learning completion flag is ON (YES in S31), server 200 evaluates the learning accuracy of the trained model used in the automatic charging mode in S32. Server 200 may evaluate the learning accuracy using test data extracted from past user information. Alternatively, server 200 may evaluate the learning accuracy based on the error between a value predicted by the trained model and an actual value.

[0090] In the following S33, the server 200 determines whether re-learning is necessary. The server 200 may determine whether re-learning is necessary based on the current learning accuracy. For example, the server 200 may determine that re-learning is necessary when the amount of decrease in learning accuracy relative to the time of completion of learning exceeds a predetermined amount, and may determine that re-learning is unnecessary otherwise. The server 200 may also determine that re-learning is necessary for a trained model when predictions by the trained model have been incorrect a predetermined number of times in a row. The server 200 may also determine that re-learning is necessary for a trained model when the error between a value predicted by the trained model and an actual value exceeds a predetermined deviation amount.

[0091] If it is determined that re-learning is necessary (YES in S33), server 200 turns off the learning completion flag in S34, and then transmits a learning-in-progress signal to mobile terminal 400 in S35. When the process of S35 is executed, the series of processes from S31 to S35 ends, and the process returns to the first step (S31). While the learning completion flag is OFF (NO in S31), the determination of S31 is repeated.

[0092] While it is determined that re-learning is not necessary (NO in S33), S31 to S33 are repeated. Then, if the accuracy of the learning falls below a predetermined level after learning for predicting the use of vehicle 100 is completed, a YES determination is made in S33. As a result, the learning completion flag is turned OFF in S34, and a learning in progress signal is transmitted in S35. Then, when the learning completion flag is turned OFF, the processing from S12 onwards in FIG. 4 (processing related to machine learning) is executed. That is, re-learning is performed by the processing shown in FIG. 4.

[0093] The mobile terminal 400 starts a series of processes from S41 to S46 every time it receives the learning signal (S35) from the server 200. In S41, the mobile terminal 400 determines whether the charging mode of the vehicle 100 is the automatic charging mode. If the charging mode of the vehicle 100 is not the automatic charging mode (NO in S41), the series of processes from S41 to S46 ends.

[0094] If the charging mode of the vehicle 100 is the automatic charging mode (YES in S41), the mobile terminal 400 notifies the user in S42 to prompt the user to change the charging mode. The mobile terminal 400 displays, for example, a screen Sc4 shown in FIG. 6. The screen Sc4 displays a message prompting the user to turn off the operation unit OP14 (FIG. 3). The processing of S42 can also be executed during automatic charging shown in FIG. 5. Prompting the user to change the charging mode during automatic charging means prompting the user to stop automatic charging.

[0095] After the process of S42, in S43, the portable terminal 400 displays the charge mode setting screen Sc1 shown in FIG. 3 and accepts input from the user. Subsequently, in S44, the portable terminal 400 determines whether or not input from the user has been received. If there is no input from the user to the portable terminal 400 (NO in S44), the process returns to S42. S42 to S44 are repeated while there is no input from the user to the portable terminal 400. The process of S42 to S44 shown in FIG. 6 takes precedence over the series of processes of S21 to S27 shown in FIG. 4. However, if the portable terminal 400 receives a learning completion signal (S16 in FIG. 4) while repeatedly executing the processes of S42 to S44 shown in FIG. 6, the portable terminal 400 forcibly terminates the series of processes of S41 to S46 shown in FIG. 6 and starts the series of processes of S21 to S27 shown in FIG. 4.

[0096] On the other hand, if an input has been received from the user (YES in S44), the mobile terminal 400 acquires in S45 a charging mode corresponding to the input from the user. Specifically, the mobile terminal 400 acquires the "normal charging mode" if both operation units OP13 and OP14 are OFF, and acquires the "smart charging mode" if operation unit OP13 is ON. Thereafter, in S46, the mobile terminal 400 sets the charging mode acquired in S45 in the vehicle 100 (ECU 150). When the process of S46 is executed, the series of processes from S41 to S46 ends.

[0097] As described above, the charging schedule determination method according to this embodiment includes the processes of S11 to S16 and S21 to S27 shown in FIG. 4. In S13, management device 1000 uses user information to learn about the user's usage schedule of vehicle 100 (resources). In S12 and S16, management device 1000 transmits information indicating the accuracy of the learning to mobile terminal 400 (user terminal of vehicle 100). Specifically, in S12, a learning-in-progress signal indicating that the learning accuracy is low is transmitted. In S16, a learning-completion signal indicating that the learning accuracy is high is transmitted. In S21, mobile terminal 400 determines whether the accuracy of the learning exceeds a predetermined level. Completion of learning means that the accuracy of the learning exceeds the predetermined level. If it is determined that the accuracy of the learning exceeds the predetermined level (YES in S21), mobile terminal 400 receives an input requesting automatic charging (i.e., charging the power storage device according to the learned usage schedule) through the processes of S22 and S24. The mobile terminal 400 receives an input requesting automatic charging (ON operation of the operation unit OP14) by displaying, for example, the charging mode setting screen Sc1.

[0098] In the above method, the management device 1000 uses user information (e.g., information indicating user characteristics) to learn about the user's resource usage schedule. Then, the management device 1000 transmits information indicating the accuracy of the learning to the mobile terminal 400. The management device 1000 in the learning-completed state is considered to be in a state where it can determine an appropriate charging schedule. When the management device 1000 reaches the learning-completed state (YES in S21), the mobile terminal 400 accepts input of an automatic charging request. This allows the user to request automatic charging. This makes it easier for the management device 1000 to determine an appropriate charging schedule in response to a request from the user. Furthermore, when the management device 1000 has not reached the learning-completed state (NO in S21), the mobile terminal 400 does not accept input of an automatic charging request. This prevents the user from requesting automatic charging when the management device 1000 has not reached the learning-completed state.

[0099] Fig. 7 is a flowchart showing a modification of the process shown in Fig. 6. When mobile terminal 400 receives a learning signal (S35) from server 200, it may start a series of processes from S51 to S54 shown in Fig. 7 instead of the series of processes from S41 to S46 (Fig. 6).

[0100] 1 to 3 as well as FIG. 7, in S51, the mobile terminal 400 determines whether the charging mode of the vehicle 100 is the automatic charging mode. If the charging mode of the vehicle 100 is not the automatic charging mode (NO in S51), the series of processes in S51 to S54 ends. On the other hand, if the charging mode of the vehicle 100 is the automatic charging mode (YES in S51), the mobile terminal 400 notifies the user in S52 that the charging mode will be changed. The mobile terminal 400 displays, for example, a screen Sc5 shown in FIG. 7. The screen Sc5 displays a message notifying the user that the automatic charging mode will end. The process of S52 can also be executed during the automatic charging shown in FIG. 5. Changing the charging mode during automatic charging means that the automatic charging will be stopped.

[0101] After the process of S52, the mobile terminal 400 displays the charge mode setting screen Sc2 (see FIG. 4) in S53. Subsequently, the mobile terminal 400 sets a predetermined charge mode (for example, smart charge mode) in the vehicle 100 (ECU 150) in S54. When the process of S54 is executed, the series of processes from S51 to S54 ends.

[0102] According to the method of the above-described modified example (the process shown in FIG. 7), if the accuracy of the learning falls below a predetermined level after the learning for predicting the use of the vehicle 100 is completed (YES in S33), the automatic charging mode ends. The automatic charging mode ends automatically without the user having to change the charging mode, which reduces the user's effort. Note that the charging mode set in S54 is not limited to the smart charging mode and may be the normal charging mode.

[0103] The learning method is not limited to machine learning using AI. For example, the server 200 may obtain a formula for predicting vehicle usage by the least squares method based on user information.

[0104] The user terminal is not limited to a mobile terminal, but may be an in-vehicle terminal. For example, at least some of the functions of the mobile terminal 400 (particularly, display-related functions) may be implemented in a terminal (e.g., the HMI 81 or the NAVI 82) mounted on the vehicle 100 (resource). In this configuration, the HMI 81 or the NAVI 82 functions as the user terminal. Alternatively, the mobile terminal 400 and the HMI 81 or the NAVI 82 may cooperate with each other to function as the user terminal.

[0105] The power system PG (external power source) is not limited to a large-scale AC grid, but may be a microgrid or a DC (direct current) grid. The configuration of the energy management system is not limited to that shown in FIG. 1 . The server 200 may communicate with the servers 700 and 900 via another server. Another server (e.g., a server of an upper aggregator) may be provided between the servers 700 and 900 and the server 200. The server 200 may also directly communicate wirelessly with the vehicle fleet 1. The functions 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 servers (the servers 200 and 500 shown in FIG. 1 ) function as the management computer. However, this is not limiting, and the functions of the servers 200 and 500 (especially, functions related to resource management) may be implemented on a cloud using cloud computing. The management device 1000 may belong to another electricity supplier (e.g., a retail electricity supplier or a TSO) rather than to the aggregator.

[0106] The configuration of the vehicle is not limited to the configuration described above (see FIG. 2). The vehicle may be equipped with a charger (charging circuit) instead of a charger / discharger. The power exchanged between the vehicle and the EVSE is not limited to AC power, but may be DC power. A power conversion circuit (e.g., an inverter) for charging or discharging the on-board battery may be installed in the EVSE rather than in the vehicle. An xEV (such as a PHEV, FCEV, or range extender EV) other than a BEV may also be adopted as a vehicle (resource).

[0107] The vehicle may be configured to be capable of wireless charging. A vehicle that uses wireless charging may be considered to be in a state equivalent to the "plugged-in state" described above when the alignment between the power transmission unit (e.g., a power transmission coil) on the power supply equipment side and the power receiving unit (e.g., a power receiving coil) on the vehicle side is completed. The vehicle may be equipped with solar panels. The vehicle may be configured to be capable of autonomous driving or may have a flight function. The vehicle is not limited to a four-wheeled passenger car, but may also be a bus or 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 an unmanned vehicle (e.g., a robotaxi, an automated guided vehicle (AGV), or agricultural machinery). The vehicle may also be an unmanned or single-seater small BEV (e.g., a three-wheeled BEV, a BEV for last-mile travel, or an electric skater).

[0108] The resource equipped with the power storage device may be a moving body other than an automobile (a railcar, a ship, an airplane, a drone, a walking robot, a robot cleaner, a space probe, etc.). The resource may be a stationary power storage system used in a building (a house, a factory, etc.).

[0109] The various modifications described above may be implemented in any combination. The embodiments disclosed herein should be considered to be illustrative in all respects and not restrictive. The scope of the present invention is defined by the claims, not by the description of the above embodiments, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0110] 1 Vehicle group, 2 EVSE group, 11 Battery, 20 MG, 60 Inlet, 61 Charger / Discharger, 81 HMI, 82 NAVI, 90 Communication device, 100 Vehicle, 150 ECU, 200, 500, 700, 900 Server, 300 EVSE, 400 Mobile terminal, 800 Power generation equipment, 1000 Management device, PG Power system.

Claims

1. a management device that manages user information related to users of a resource that includes a power storage device; a user terminal that accepts input from the user; the management device is configured to use the user information to learn about a usage schedule of the resource by the user; the management device transmits information indicating accuracy of the learning to the user terminal; the user terminal is configured to accept an input requesting charging of the power storage device in accordance with the learned usage schedule when the accuracy of the learning exceeds a predetermined level, and not to accept the input when the accuracy of the learning does not exceed the predetermined level; the resource is a vehicle including a charging circuit that charges the power storage device using electric power from outside the vehicle, and a charging control device that controls the charging circuit; the user information includes information indicating how the user uses the vehicle; the management device sequentially receives the user information from at least one of the vehicle and the user terminal, and performs the learning using the received user information; the learned usage schedule indicates a scheduled departure time of the vehicle and a target power storage amount of the power storage device, When the user terminal receives the input from the user requesting that the storage device be charged in accordance with the learned usage schedule if the accuracy of the learning exceeds the predetermined level, the user terminal requests the charging control device to control the charging circuit so that the storage amount of the storage device is equal to or greater than the target storage amount at the scheduled departure time.

2. 2. The charging system of claim 1, wherein the user terminal is configured to display an operation unit that accepts the input requesting charging of the storage device in accordance with the learned usage schedule when the accuracy of the learning exceeds the predetermined level, and not display the operation unit when the accuracy of the learning does not exceed the predetermined level.

3. 3. The charging system of claim 1, wherein the user terminal determines whether the accuracy of the learning exceeds the predetermined level while the storage device is being charged in accordance with the learned usage schedule, and when it is determined that the accuracy of the learning has fallen below the predetermined level, the user terminal issues a notification urging the user to stop charging the storage device in accordance with the learned usage schedule.

4. a management device that manages user information related to users of a resource having a power storage device, using the user information to learn about a usage schedule of the resource by the user; The management device transmits information indicating the accuracy of the learning to a user terminal of the resource; A charging schedule determination method comprising: the resource is a vehicle including a charging circuit that charges the power storage device using electric power from outside the vehicle, and a charging control device that controls the charging circuit; the user information includes information indicating how the user uses the vehicle; the management device sequentially receives the user information from at least one of the vehicle and the user terminal, and performs the learning using the received user information; the learned usage schedule indicates a scheduled departure time of the vehicle and a target power storage amount of the power storage device, The charging schedule determination method includes: The user terminal determines whether or not the accuracy of the learning exceeds a predetermined level; receiving, by the user terminal, an input requesting charging of the power storage device in accordance with the learned usage schedule when it is determined that the accuracy of the learning exceeds the predetermined level; The user terminal that has received the input requests the charging control device to control the charging circuit so that the storage amount of the power storage device is equal to or greater than the target storage amount at the scheduled departure time; The charging schedule determination method further includes:

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