Charging system management server

Abstract

To alleviate congestion at charging facilities.SOLUTION: A charging system has: a vehicle computer mounted on an electric vehicle having a power storage apparatus and a communication apparatus; a plurality of charging facility computers arranged at each charging facility having a charging apparatus capable of charging the power storage apparatus of the electric vehicle and the communication apparatus; and a charging system management server. The charging system management server is configured to: input information regarding a congestion status at a predetermined charging facility in response to a charging request from the vehicle computer at the predetermined charging facility; and transmit to the vehicle computer a message indicating that a predetermined incentive will be granted if charging is performed at the predetermined charging facility during a time period when the congestion status at the predetermined charging facility is estimated to be less than a predetermined status.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present disclosure relates to a charging system management server, and more particularly to a charging system management server in a charging system having a vehicle computer, a charging facility computer, and a charging system management server. [Background technology]

[0002] Conventionally, as a technology of this type, an information provision system including a plurality of charging stations, a vehicle equipped with a power storage device, and a management server has been proposed (see, for example, Patent Document 1). In this information provision system, when information about a destination set by a user is sent from the vehicle to the management server, the management server obtains information indicating the congestion status from a charging station that is attached to the destination among the plurality of charging stations, and obtains incentive information from charging stations around the destination and sends it to the vehicle. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2019-087142 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the above-described system, some users may wish to charge at a specific charging facility even if it is crowded. In this case, even if incentives are given for charging at other charging facilities, users will continue to wait at the specific charging facility that is crowded, and the congestion at the specific charging facility cannot be alleviated.

[0005] The main purpose of the charging system management server of the present disclosure is to alleviate congestion at charging facilities. [Means for solving the problem]

[0006] The management server for a charging system according to the present disclosure employs the following means to achieve the above-mentioned main object.

[0007] The management server for a charging system according to the present disclosure includes: a charging system management server in a charging system including a vehicle computer mounted on an electric vehicle having a power storage device and a communication device; a plurality of charging facility computers disposed at charging facilities each having a charging device capable of charging the power storage device of the electric vehicle and a communication device; and a charging system management server communicating with the vehicle computer and the charging facility computers, In response to a request for charging at a predetermined charging facility from the vehicle computer, information regarding a congestion state at the predetermined charging facility is input from the charging facility computer of the predetermined charging facility, and a message is sent to the vehicle computer indicating that a predetermined incentive will be provided if charging at the predetermined charging facility is performed during a time period when the congestion state at the predetermined charging facility is estimated to be less than a predetermined state. Management server for charging system.

[0008] The charging system management server of the present disclosure is capable of communicating with a vehicle computer mounted on an electric vehicle having a power storage device and a communication device, and with multiple charging facility computers located at charging facilities having a charging device capable of charging the power storage device of the electric vehicle and a communication device, and together with the vehicle computer and the charging facility computers constitutes the charging system management server. In response to a request for charging at a specific charging facility from the vehicle computer, the charging system management server inputs information regarding the congestion state at the specific charging facility from the charging facility computer of the specific charging facility, and transmits to the vehicle computer a notification that a specific incentive will be provided if charging at the specific charging facility is performed during a time period when the congestion state at the specific charging facility is estimated to be less than the specific level. By the vehicle computer notifying the user that "the specific incentive will be provided if charging at the specific charging facility during a time period when the congestion state is estimated to be less than the specific level," the user can select whether to charge at the specific charging facility during a time period when the congestion state is estimated to be less than the specific level, or to charge at the specific charging facility even if it is crowded. As a result, users will be more likely to choose to charge at a predetermined charging facility during less crowded hours, thereby reducing congestion at the predetermined charging facility.

[0009] In the charging system management server disclosed herein, in response to the charging request, when the congestion level at the predetermined charging facility is equal to or higher than a predetermined level and the energy required for driving the electric vehicle to reach the destination is less than the remaining capacity of the power storage device, a notification to the vehicle computer to refrain from charging at the predetermined charging facility may be transmitted. By the vehicle computer notifying the user of "the notification to refrain from charging at the predetermined charging facility," users are more likely to choose to refrain from charging at the predetermined charging facility, thereby alleviating congestion at the predetermined charging facility. Furthermore, in this case, in response to the charging request, when the congestion level at the first charging facility is equal to or higher than a predetermined level, a notification to encourage charging at another charging facility in the vicinity of the destination may be transmitted to the vehicle computer. By the vehicle computer notifying the user of "the notification to encourage charging at another charging facility in the vicinity of the destination," users are more likely to choose to charge at another charging facility in the vicinity of the destination, thereby alleviating congestion at the predetermined charging facility. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a diagram showing an outline of the configuration of a charging system 10 according to an embodiment of the present invention. [Figure 2] 1 is a diagram showing an outline of the configuration of an electric vehicle 20 in a charging system 10 according to an embodiment. [Figure 3] 10 is a flowchart illustrating an example of a charge management process. DETAILED DESCRIPTION OF THE INVENTION

[0011] Next, a mode (embodiment) for carrying out the present disclosure will be described. Fig. 1 is a configuration diagram showing an outline of the configuration of a charging system 10 according to one embodiment of the present invention, and Fig. 2 is a configuration diagram showing an outline of the configuration of an electric vehicle 20 in the charging system 10 of the embodiment. As shown in the figure, the charging system 10 of the embodiment includes an electronic control unit 30 mounted on the electric vehicle 20 that is communicably connected via a network 12, a charging system management server 120 disposed in a charging system management center, and a plurality of charging facility computers 230 installed at each charging facility (charging station) 220.

[0012] As shown in Fig. 2, the electric vehicle 20 includes a motor 22, an inverter 23, a battery 24, an electronic control unit 30, and a charging circuit 38. The motor 22 is configured as, for example, a synchronous generator motor, and its rotor is connected to a drive shaft 25 that is coupled to drive wheels 28a, 28b via a differential gear 26. The motor MG is driven by converting DC power from the battery 24 into three-phase AC power using the inverter 23 and applying the converted power. The inverter 23 is configured as a well-known inverter circuit including six switching elements and six diodes. The battery 24 is configured as a well-known lithium-ion secondary battery or nickel-metal hydride secondary battery.

[0013] The electric vehicle 20 is equipped with various sensors such as a vehicle speed sensor 49, a wheel speed sensor 50, an acceleration sensor 51, a yaw rate sensor 52, a gradient sensor 53, and a clearance sonar 54, as well as a camera 60, a millimeter-wave radar 61, a GPS (Global Positioning System) 62, a display device 70, a communication device 72, an air conditioning device 74 for conditioning the passenger compartment, and a navigation system 80.

[0014] A plurality of cameras 60 are arranged so as to be able to capture images of the front, rear, and sides of the vehicle. A communication device 72 communicates with a charging system management server 120 at a charging system management center via a network 12 and receives various information via the Internet. An air conditioner 74 conditions the air inside the vehicle cabin.

[0015] Navigation system 80 is a system that guides the vehicle to a set destination, and includes a map information database and a display unit (not shown). The map information database stores map information such as the pavement condition of roads in each section, road width, number of lanes, sidewalk width, permitted vehicle travel direction, and legal speed limit. When a destination is set, navigation system 80 sets a route based on the destination information, information about the current location (current vehicle position) acquired by GPS 62, and information stored in the map information database, and provides route guidance.

[0016] The electronic control unit 30 is a microcomputer centered around a CPU 31, and in addition to the CPU 31, it is equipped with a ROM 32 for storing programs and the like, a RAM 32 for temporarily storing data, a flash memory 34 for storing data and the like, a time meter 35 having a timer function and the like, and input / output ports (not shown).

[0017] Signals from various sensors are input via input ports to the electronic control unit 30. Examples of signals input to the electronic control unit 30 via the input ports include an ignition signal from an ignition switch 42, a shift position SP from a shift position sensor 44 that detects the position of a shift lever 43, an accelerator opening Acc from an accelerator pedal position sensor 46 that detects the amount of depression of an accelerator pedal 45, and a brake position BP from a brake pedal position sensor 48 that detects the amount of depression of a brake pedal 47. Other examples of signals input to the electronic control unit 30 via the input ports include a vehicle speed V from a vehicle speed sensor 49, a wheel speed Vw from a wheel speed sensor 50, a longitudinal acceleration α1 and a lateral acceleration α2 from an acceleration sensor 51, a road surface gradient θ from a gradient sensor 53, proximity information from a clearance sonar 54, radar information from a millimeter-wave radar 61, and GPS data (position information) from a GPS 62. Further examples include the rotational position θ from a rotational position sensor (not shown) that detects the rotational position of the motor 22, the battery voltage Vb from a voltage sensor (not shown) attached to the output terminal of the battery 24, and the battery current Ib from a current sensor (not shown) attached to the output terminal of the battery.

[0018] Various control signals are output via the output port from the electronic control unit 30. Examples of control signals output from the electronic control unit 30 via the output port include a display control signal to the display device 70, a communication control signal to the communication device 72, and an air conditioning control signal to the air conditioning device 74. Other examples include a switching control signal for switching a switching element (not shown) to the inverter 23 for driving the motor 22.

[0019] The charging system management server 120 includes a congestion status management unit 130 that manages the congestion status of each charging facility 220, and a communication device 132. The congestion status management unit 130 is a functional block. The congestion status management unit 130 transmits information according to the congestion status of each charging facility to the electric vehicle 20 and the charging facility 220 based on various data transmitted and received from the electric vehicle 20 and various data transmitted and received from each charging facility 220, and sets incentives according to the congestion status and transmits them to the electric vehicle and the charging facility 220.

[0020] The charging facility 220 includes a charging facility computer 230 and a plurality of charging devices 240. The charging facility computer 230 includes a congestion situation estimation unit 232 that estimates the congestion situation at the charging facility 220, and a communication device 234. The congestion situation estimation unit 232 is a functional block. The congestion situation estimation unit 232 estimates the current congestion situation (e.g., waiting time, number of waiting vehicles, etc.) based on the number of electric vehicles 20 waiting to be charged at each charging device 240 and the time required for each charging device 240 to charge each electric vehicle 20, and estimates non-congestion time periods when congestion is relatively low based on past congestion situations.

[0021] In the charging system 10 configured in this manner, a user's request for charging is transmitted to the charging system management server 120 via the communication device 72 connected to the electronic control unit 30 of the electric vehicle 20 and the network 12, whereby charging management is performed by the charging system management server 120. A flowchart illustrating an example of the charging management process is shown in Fig. 3.

[0022] The charge management process begins with the electronic control unit 30 of the electric vehicle 20 transmitting a charge request to the charging system management server 120 via the communication device 72 (step S100). The charge request includes not only a request for charge from the user, but also information necessary for charging, such as the charging facility 220 at which charging is desired, the current location of the electric vehicle 20, the destination, the total capacity of the battery 24, the state of charge of the battery 24, and the electric travel cost Cdrv, which is the amount of power per unit travel distance.

[0023] Upon receiving the charging request, charging system management server 120 requests charging facility computer 230 to acquire the congestion status via communication device 134 in order to acquire the congestion status of charging facility 220 at which charging is desired, which is acquired from electric vehicle 20 (step S200). In response to this request, charging facility computer 230 transmits the current congestion status estimated by congestion status estimation unit 232 to charging system management server 120 (step S300).

[0024] When the charging system management server 120 acquires the congestion status of the charging facility 220 where the user wishes to charge, it determines whether the congestion status is equal to or greater than a predetermined congestion status (step S210). If the congestion status is the waiting time, the predetermined congestion status can be a time period that is considered to be congested, such as 20 minutes, 30 minutes, or 1 hour, and if the congestion status is the number of waiting vehicles (the number of electric vehicles waiting to be charged), the number of electric vehicles waiting to be charged that is considered to be congested, such as 3, 5, or 8, can be used.

[0025] When the charging system management server 120 determines in step S210 that the congestion level is not higher than a predetermined congestion level (is not very congested), it transmits information to the electronic control unit 30 of the electric vehicle 20 that charging is possible at the charging facility 220 where the user wishes to charge (step S220). Having received the information that charging is possible at the charging facility 220 where the user wishes to charge, the electronic control unit 30 of the electric vehicle 20 displays the information on the display device 70 (step S110) and ends this process. To indicate that charging is possible at the charging facility 220 where the user wishes to charge, it may be possible to use, for example, a message such as "The charging facility 220 is not very congested. Charging is possible relatively quickly."

[0026] When it is determined in step S210 that the congestion is equal to or greater than a predetermined congestion level (congested), the charging system management server 120 determines whether the power storage ratio SOC of the battery 24 of the electric vehicle 20 is sufficient to provide the traveling energy required for traveling to the destination (step S230). Specifically, it determines whether the amount of electric power obtained by multiplying the total capacity of the battery 24 by the power storage ratio SOC is greater than the amount of electric power obtained by multiplying the traveling distance to the destination by the traveling electric cost Cdrv plus the amount of surplus electric power (for example, 10% of the total capacity of the battery 24).

[0027] If the charging system management server 120 determines in step S230 that the power storage rate SOC of the battery 24 of the electric vehicle 20 is not sufficient to provide the traveling energy required for traveling to the destination, it transmits information to the electronic control unit 30 of the electric vehicle 20 indicating that early charging is required, i.e., that charging will be postponed even at the desired charging facility 220 (step S240). The electronic control unit 30 of the electric vehicle 20 that has received this information displays the information on the display device 70 (step S110), and ends this process. The indication that early charging is required may be, for example, "Early charging is required because the battery capacity is low."

[0028] When charging system management server 120 determines in step S230 that the power storage ratio SOC of battery 24 of electric vehicle 20 is sufficient to provide the traveling energy required for traveling to the destination, charging system management server 120 transmits a request to charging facility computer 230 to acquire a non-congestion time slot when congestion is relatively low at charging facility 220 where the user desires to charge (step S250). Having received this request, charging facility computer 230 transmits the non-congestion time slot estimated by congestion status estimation unit 232 to charging system management server 120 (step S310).

[0029] The charging system management server 120, which has received the non-peak time slot, transmits information to the electronic control unit 30 of the electric vehicle 20 indicating that an incentive will be provided for charging during the non-peak time slot at the charging facility 220 desired by the user (step S260), and also transmits information about other charging facilities 220 around the destination to the electronic control unit 30 of the electric vehicle 20 (step S270). The electronic control unit 30 of the electric vehicle 20 displays the information indicating that an incentive will be provided for charging during the non-peak time slot at the charging facility 220 desired by the user and information about other charging facilities 220 around the destination on the display device 70 (step S110), and ends this process. The incentive provided for charging during the non-peak time slot at the charging facility 220 desired by the user may be, for example, "A 10% discount on the charging fee will be provided if charging is performed between 7:00 PM and 10:00 PM today." In this way, after checking the information about incentives for charging during off-peak hours and information about other charging facilities 220 around the destination, the user can choose whether to charge at the desired charging facility 220 even if it is crowded, charge at the desired charging facility 220 during off-peak hours, or charge at another charging facility 220 around the destination.

[0030] In the charging management process in the charging system 10 of the embodiment described above, when a user requests charging at a desired charging facility 220, if the congestion level at the charging facility 220 is equal to or higher than a predetermined congestion level and it is determined that the power storage rate SOC of the battery 24 of the electric vehicle 20 can sufficiently provide the traveling energy required for traveling to the destination, the display device 70 of the electric vehicle 20 notifies the user of this by displaying information that an incentive will be provided for charging at the desired charging facility 220 during a non-congestion time slot when the user desires to charge, and information about other charging facilities 220 in the vicinity of the destination. This allows the user to select whether to charge at the desired charging facility 220 even if it is congested, to charge at the desired charging facility 220 during a non-congestion time slot, or to charge at another charging facility 220 in the vicinity of the destination. Since the user has more opportunities to select whether to charge at the desired charging facility 220 during a non-congestion time slot or to charge at another charging facility 220 in the vicinity of the destination, the congestion level at the charging facility 220 can be alleviated.

[0031] In the charging management process in the charging system 10 of the embodiment, when a user requests charging at a desired charging facility 220 and the congestion level of the charging facility 220 is equal to or higher than a predetermined congestion level, it is determined whether the power storage ratio SOC of the battery 24 of the electric vehicle 20 can sufficiently cover the traveling energy required for traveling to the destination. However, it is also possible not to determine whether the power storage ratio SOC of the battery 24 of the electric vehicle 20 can sufficiently cover the traveling energy required for traveling to the destination. In this case, the charging system management server 120 only needs to transmit information to the electronic control unit 30 of the electric vehicle 20 that an incentive will be provided for charging at the user's desired charging facility 220 during a non-peak time slot.

[0032] The correspondence between the main elements of the embodiment and the main elements of the invention described in the "Means for Solving the Problems" section will be described below. In the embodiment, the battery 24 corresponds to the "power storage device," the electronic control unit 30 corresponds to the "vehicle computer," the charging device 240 corresponds to the "charging device," the charging facility computer 230 corresponds to the "charging facility computer," and the charging system management server 120 corresponds to the charging system management server.

[0033] The correspondence between the main elements of the embodiments and the main elements of the invention described in the "Means for Solving the Problem" section does not limit the elements of the invention described in the "Means for Solving the Problem" section, since the embodiments are examples for specifically explaining the mode for implementing the invention described in the "Means for Solving the Problem" section. In other words, the interpretation of the invention described in the "Means for Solving the Problem" section should be based on the description in that section, and the embodiments are merely specific examples of the invention described in the "Means for Solving the Problem" section.

[0034] The above describes the form (embodiment) for carrying out the present invention, but the present invention is not limited to such an embodiment, and it goes without saying that the present invention can be carried out in various forms within the scope that does not deviate from the gist of the present invention. [Industrial Applicability]

[0035] The present invention can be used in industries such as the manufacturing of charging systems and management servers for charging systems used therein. [Explanation of symbols]

[0036] 10 charging system, 12 network, 20 electric vehicle, 22 motor, 23 inverter, 24 battery, 25 drive shaft, 26 differential gear, 28a, 28b drive wheels, 30 electronic control unit, 31 CPU, 32 ROM, 33 RAM, 34 flash memory, 35 time meter, 42 ignition switch, 43 shift lever, 44 shift position sensor, 45 accelerator pedal, 46 accelerator pedal position sensor, 47 brake pedal, 48 brake pedal position sensor, 49 vehicle speed sensor, 49, 50 wheel speed sensor, 51 acceleration sensor, 53 gradient sensor, 54 clearance sonar, 60 camera, 61 millimeter wave radar, 62 GPS, 70 display device, 72 communication device, 74 air conditioning device, 80 navigation system, 120 charging system management server, 130 congestion status management unit, 132 Communication device, 220 charging facility, 230 charging facility computer, 232 congestion status estimation unit, 234 communication device, 240 charging device.

Claims

1. a charging system management server in a charging system including a vehicle computer mounted on an electric vehicle having a power storage device and a communication device; a plurality of charging facility computers each having a communication device disposed at a charging facility having a charging device capable of charging the power storage device of the electric vehicle; and a charging system management server communicating with the vehicle computer and the charging facility computers, In response to a request for charging at a predetermined charging facility from the vehicle computer, information regarding a congestion state at the predetermined charging facility is input from a charging facility computer of the predetermined charging facility, and a message is sent to the vehicle computer indicating that a predetermined incentive will be provided if charging at the predetermined charging facility is performed during a time period when the congestion state at the predetermined charging facility is estimated to be less than a predetermined state; Furthermore, in response to the charging request, if the congestion state at the predetermined charging facility is equal to or greater than a predetermined state and the energy required for traveling the electric vehicle to reach the destination is less than the remaining capacity of the power storage device, a message is transmitted to the vehicle computer indicating that charging at the predetermined charging facility will be postponed. Management server for charging system.

2. A management server for a charging system according to claim 1, In response to the charging request, if the congestion state at the predetermined charging facility is equal to or greater than a predetermined state, a message is sent to the vehicle computer urging the user to charge at another charging facility in the vicinity of the destination. Management server for charging system.

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