Power supply and demand management method and server

Abstract

To more reliably promote greater participation in a coordination of demand or supply of electricity.SOLUTION: A management method of electricity demand by an electricity management server 40 includes steps of transmitting from the electricity management server 40 to a vehicle 100 a message for requesting the vehicle 100 in which a driver and a passenger are onboard, participation in a demand response (DR) for coordinating demand or supply of the electricity in a power network, acquiring passenger information related to at least one of a passenger attribute or preference by the electricity management server 40, and setting a first incentive for promoting the passenger to participate in the DR based on the passenger information by the electricity management server 40.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present disclosure relates to a method for managing power supply and demand and a server.

Background Art

[0002] For adjusting the demand or supply of electric power in the power grid (smoothing power supply and demand), technologies that utilize batteries mounted on electric vehicles have been proposed. For example, International Publication No. 2019 / 130930 (Patent Document 1) describes, as one of its objectives, promoting the participation of owners of electric vehicles or users of parking lots in smoothing power supply and demand. The vehicle management system disclosed in Patent Document 1 has a reward point setting unit and is configured to set reward points for users associated with parked vehicles.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The inventor has noted that in addition to the driver of an electric vehicle, others can also be involved in adjusting the demand or supply of electric power. Therefore, simply giving an incentive such as the reward points described in Patent Document 1 to the driver may not be able to promote participation in adjusting power supply and demand. In Patent Document 1, such a viewpoint is not considered at all.

[0005] The present disclosure has been made to solve the above problems, and one of the objectives of the present disclosure is to more reliably promote participation in adjusting power supply and demand.

Means for Solving the Problems

[0006] (1) A computer-based power supply and demand management method according to a first aspect of the present disclosure includes (A) sending a message from the computer to an electric vehicle in which a driver and passenger are riding to request participation in demand response to adjust the demand or supply of electricity in the power grid; (B) the computer obtaining passenger information relating to at least one of the passenger's attributes and preferences; and (C) the computer setting a first incentive based on the passenger information to encourage the passenger to participate in demand response.

[0007] In method (1) above, a first incentive is set for the passenger as compensation for the electric vehicle's participation in the adjustment of power supply and demand (DR, described later). Since the first incentive is set based on at least one of the passenger's attributes and / or preferences, it strongly encourages the passenger to participate in DR. This makes it easy to obtain the passenger's cooperation, so that the driver can participate in DR if they wish. Therefore, method (1) above can more reliably promote participation in the adjustment of power supply and demand.

[0008] (2) The method for managing power supply and demand further includes the steps of a computer acquiring driver information relating to at least one of the driver's attributes and preferences, and the computer setting a second incentive based on the driver information to encourage the driver to participate in demand response.

[0009] In method (2) above, a second incentive is also set for the driver as compensation for participating in DR. In other words, incentives are set for both the driver and the passenger. This makes it possible to more reliably encourage participation in the adjustment of power supply and demand.

[0010] (3) The step of acquiring passenger information further includes a step of learning the passenger's preferences based on the passenger's behavior.

[0011] (4) The step of obtaining passenger information further includes the step of estimating the passenger's attributes or preferences based on the passenger's answers to the questions.

[0012] (5) The step of acquiring passenger information includes the step of estimating the passenger's attributes or preferences based on image data of the passenger captured by a camera or voice data of the passenger recorded by a smart speaker.

[0013] According to the methods described in (3) to (5) above, the passenger's attributes or preferences can be estimated with greater accuracy. This allows for the setting of a primary incentive that matches the passenger's attributes or preferences. As a result, it becomes possible to more strongly encourage the passenger to participate in the DR.

[0014] (6) The step of setting the first incentive includes guiding the electric vehicle to a location where the passenger can perform an activity preferred by the passenger, based on the electric vehicle's location information.

[0015] According to the method described in (6) above, by guiding electric vehicles to locations where passengers can engage in activities they prefer, it becomes possible to have electric vehicles participate in DR at appropriate locations according to the power supply and demand.

[0016] (7) A server that requests a driver and passenger to participate in demand response to adjust the demand or supply of electricity in the power grid, comprising a processor and memory storing a program executable by the processor. The processor acquires passenger information relating to at least one of the passenger's attributes and preferences, sets an incentive to encourage the passenger to participate in demand response based on the passenger information, and sends a message containing the incentive to the passenger.

[0017] According to the configuration of (7) above, similar to the method of (1) above, participation in power supply-demand adjustment can be more reliably promoted.

Effects of the Invention

[0018] According to the present disclosure, participation in the adjustment of power demand or supply can be more reliably promoted.

Brief Description of the Drawings

[0019] [Figure 1] It is a diagram showing a schematic configuration of a power system according to an embodiment of the present disclosure. [Figure 2] It is a diagram showing the configurations of a first server, a vehicle, and user equipment. [Figure 3] It is a conceptual diagram showing an example of driver information. [Figure 4] It is a conceptual diagram showing an example of passenger information. [Figure 5] It is a diagram for explaining an example of a method for setting a first incentive. [Figure 6] It is a flowchart showing a processing procedure related to the provision of an incentive according to the present embodiment. [Figure 7] It is a diagram for explaining an example of a method for presenting a first incentive.

Modes for Carrying Out the Invention

[0020] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals, and their descriptions will not be repeated.

[0021] In the present disclosure and embodiments, "supply-demand" of power means at least one of power demand and supply. That is, "supply-demand" of power may indicate only power demand, may indicate only power supply, or may indicate both power demand and supply.

[0022] In this disclosure and embodiments, "charging and discharging" of a vehicle means at least one of charging and discharging of a vehicle. That is, only charging of the vehicle may occur, only discharging of the vehicle may occur, or both charging and discharging of the vehicle may occur.

[0023] [Embodiment] <System Configuration> Figure 1 is a diagram showing a schematic configuration of a power system according to an embodiment of the present disclosure. The power system includes a group of vehicles 10, a group of electric vehicle supply equipment (EVSE) 20, a group of user equipment (UE) 30, a power grid 80, a server 90, and a power management server 40. The power management server 40 includes a first server 1 and a second server 2.

[0024] The power system 80 is a power grid constructed by transmission and distribution equipment. The power system 80 supplies alternating current power (for example, three-phase alternating current power) to equipment within the system (such as the EVSE group 20). In this embodiment, the power company corresponds to the transmission system operator (TSO) of the power system 80 (commercial power source).

[0025] Server 90 is a computer belonging to TSO. Server 90 incorporates the central power dispatch center's system and a simplified command system.

[0026] Vehicle group 10 includes multiple vehicles electrically connected to the EVSE. Each vehicle 100 in vehicle group 10 is an xEV and is configured to operate as a regulating force for the power grid 80. In this embodiment, each vehicle 100 is typically a personally owned vehicle (POV). The number of vehicles 100 in vehicle group 10 is arbitrary. Each vehicle 100 has a vehicle configuration described later (see Figure 2).

[0027] The EVSE group 20 includes multiple EVSEs that receive power from the power grid 80. The EVSE group 20 may include multiple types of EVSEs (e.g., standard chargers and fast chargers). The EVSEs may include both public EVSEs (EVSEs installed in commercial facilities, highway parking areas, etc.) and non-public EVSEs (e.g., household EVSEs). The number of EVSEs 200 included in the EVSE group 20 is arbitrary.

[0028] The user device group 30 includes multiple user devices operated by the vehicle user. The user may be the driver or a passenger other than the driver. Each user device 300 included in the user device group 30 may be a mobile terminal or a fixed terminal. Mobile terminals include, for example, smartphones, tablets, notebook PCs (personal computers), and wearable devices (such as smartwatches). Fixed terminals include, for example, desktop PCs. The number of user devices 300 included in the user device group 30 is arbitrary. Each user device 300 has a device configuration described later (see Figure 2).

[0029] Each vehicle in vehicle group 10, each EVSE in EVSE group 20, each user device in user device group 30, server 90, and power management server 40 are connected to a network NW. The network NW is a wide-area network constructed, for example, by the internet and wireless base stations. The first server 1 periodically communicates with each vehicle in vehicle group 10 and each user device in user device group 30 via the communication network NW. The second server 2 periodically communicates with each EVSE in EVSE group 20 via the communication network NW. Server 90 communicates with the second server 2 via the communication network NW. Furthermore, the first server 1 and the second server 2 are connected to each other so that they can communicate with one another.

[0030] The first server 1 is a computer belonging to, for example, an automobile manufacturer. The second server 2 is a computer belonging to, for example, an aggregator. An aggregator is an electric power company that provides power management services by bundling multiple distributed energy resources (DERs). The first server 1 and the second server 2 may belong to the same company. For example, both the first server 1 and the second server 2 may belong to an aggregator. Also, the first server 1 and the second server 2 may be configured as a single unit.

[0031] The first server 1 includes a database containing information about each vehicle included in the vehicle group 10 (hereinafter referred to as "vehicle information"). The first server 1 receives and updates the vehicle information of each vehicle sequentially through periodic communication with each vehicle included in the vehicle group 10.

[0032] In this embodiment, DER includes each vehicle included in vehicle group 10. The second server 2 remotely controls multiple DERs, each including each vehicle included in vehicle group 10, thereby enabling these DERs to function as a virtual power plant (VPP).

[0033] In detail, the second server 2 implements Demand Response (DR) for each DER in order to enable multiple DERs to function as a Virtual Power Plant (VPP). DR corresponds to the "adjustment of electricity demand or supply" as described in this disclosure. Before initiating DR, the second server 2 sends a DR request message to each DER. The DR request message includes the type of DR (e.g., upward DR, downward DR), the DR area (e.g., location of EVSE installation), and the DR period (e.g., DR start time, DR end time). Upward DR is basically a DR that requests an increase in demand. Downward DR is a DR that requests demand reduction or reverse power flow. The second server 2 uses DR to have multiple DERs perform power adjustments for power grid 80 requested by server 90, or power adjustments for power grid 80 that have been successfully bid on in the electricity market. Hereinafter, the request for participation in DR by sending a DR request message from the second server 2 will also be referred to as a "DR participation request." The DR request message corresponds to the "message" as described in this disclosure.

[0034] Once the DER administrator agrees to the DR participation request, the second server 2 is authorized to remotely control the DER. This allows the second server 2 to control the DER so that it performs power adjustments on the power grid 80 (such as charging acceleration, charging inhibition, discharging, power consumption acceleration, power consumption inhibition, etc.). Power adjustments may include, for example, supply and demand adjustment, power stabilization, load following, or frequency adjustment. For example, the second server 2 may control the DER to resolve an imbalance if an imbalance is predicted to occur regarding the simultaneous supply and demand of the power grid 80.

[0035] Figure 2 shows the configuration of the first server 1, the vehicle 100, and the user equipment 300. The first server 1 includes a processor 11, memory 12, a communication module 13, and storage 14.

[0036] The processor 11 is an arithmetic processing unit such as a CPU (Central Processing Unit) or MPU (Micro-Processing Unit). The memory 12 is volatile memory such as RAM (Random Access Memory). The communication module 13 controls data communication between the first server 1 and other devices (second server 2, vehicle 100, user equipment 300, etc.). The storage 14 is rewritable non-volatile memory such as an HDD (Hard Disk Drive), SSD (Solid State Drive), or flash memory. The storage 14 stores system programs including the OS (Operating System) and control programs including computer-readable code necessary for arithmetic processing. The processor 11 performs various processes by reading the system programs and control programs, loading them into memory 12, and executing them.

[0037] Storage 14 includes multiple databases. These databases store vehicle information 141, driver information 142, passenger information 143, and incentive information 144.

[0038] Vehicle information 141, as described above, is information about each vehicle 100 included in the vehicle group 10. Vehicle information includes, for example, a vehicle ID (vehicle identification information), information about the State of Charge (SOC) and / or amount of charge of the battery (energy storage device) installed in vehicle 100, information about the vehicle 100's planned route (current location, intermediate stops and destination, and estimated arrival times at each point, etc.), and information about vehicle 100's response to DR participation requests. Vehicle information may further include information about the vehicle 100's specifications (vehicle type, body size, battery capacity, etc.).

[0039] Next, we will explain driver information 142 and passenger information 143. In privately owned vehicles (POVs), the driver and passenger often have a close relationship. For example, the driver and passenger may be parent and child, spouse (lover), or friend. Driver information 142 and passenger information 143 can be suitably used for users (driver and passenger) who have such a close relationship.

[0040] Figure 3 is a conceptual diagram showing an example of driver information 142. Driver information 142 is information mainly about the attributes and / or preferences of the driver of each vehicle 100. Driver information 142 includes, for example, a driver ID (driver identification information), a vehicle ID to link the driver and vehicle 100, driver attribute information (gender, age, place of residence, family structure, physique, religion, etc.), and preference information regarding the driver's preferred activities (eating, recreation, tourist spots, etc.). Driver information 142 may also include the driver's activity history (information showing what places the driver has visited in the past).

[0041] Figure 4 is a conceptual diagram showing an example of passenger information 143. Passenger information 143 is information mainly about the attributes and / or preferences of the passenger of each vehicle 100. Passenger information 143 includes a passenger ID (passenger identification information), a driver ID for linking the passenger and the driver (which may be a vehicle ID instead of or in addition to the driver ID), passenger attribute information, and passenger preference information. Passenger information 143 may also include the passenger's activity history.

[0042] For example, the driver pre-inputs attribute information and preference information by operating the user device 300. The input information is sent from the user device 300 to the first server 1 and stored as driver information 142 in the database in storage 14. However, the method of obtaining the driver information 142 is not limited to operation-based methods.

[0043] For example, driver preference information may be estimated from driver attribute information and activity history using a pre-trained model prepared by machine learning. The same applies to passenger information 143.

[0044] Alternatively, the vehicle 100 may ask the driver questions about the driver's attributes or preferences, and the driver's attributes or preferences may be estimated based on the driver's answers to those questions. The same applies to passenger information 143.

[0045] Referring again to Figure 2, incentive information 144 refers to information about the incentives given to the users of each vehicle. Incentive information 144 will be discussed later.

[0046] Vehicle 100 includes a touch panel display 101, a navigation system 102, an in-car camera 103, a smart speaker 104, and a communication module 105.

[0047] The touch panel display 101 accepts input from the user (e.g., the driver) and displays various information (map information, DR participation requests, etc.). This information may be displayed on another display, such as an instrument panel, instead of or in addition to the touch panel display 101.

[0048] The navigation system 102 includes a GPS (Global Positioning System) module. The GPS module receives signals (GPS signals) from GPS satellites (not shown). The navigation system 102 uses the GPS signals to detect the position of the vehicle 100 and displays the position of the vehicle 100 on a map in real time.

[0049] The in-vehicle camera 103 captures images of the interior of the vehicle. Based on the image data captured by the in-vehicle camera 103, it is possible to estimate the number of occupants (driver and passengers), their attributes (gender, age, etc.), and their preferences (likes games, likes reading, etc.) inside the vehicle. Therefore, the in-vehicle camera 103 is used to acquire driver information 142 and passenger information 143.

[0050] The smart speaker 104 records audio from inside the vehicle. Based on the audio data captured by the smart speaker 104, it is possible to estimate the number of occupants, their attributes, and preferences. Therefore, the smart speaker 104, like the in-vehicle camera 103, is used to acquire driver information 142 and passenger information 143.

[0051] The communication module 105 sends and receives various information between the first server 1 and the user equipment 300.

[0052] The user device 300 includes a touch panel display 101, a GPS module 302, and a communication module 303. The functions of these components are the same as those of the corresponding components of the vehicle 100, so a repetition of the description will not be provided.

[0053] <Incentive> The power management server 40 provides an incentive to the administrator of the DER as compensation for participating in DR. More specifically, the first server 1 within the power management server 40 provides an incentive to the user of vehicle 100. In this embodiment, the users who are given an incentive include not only the driver but also the passenger. This is because, if the passenger is not given an incentive, even if the driver (typically the parent) agrees to participate in DR, the passenger (child) may refuse to participate in DR, saying things like "I don't want to go to the charging station (location of the EVSE)" or "I don't want to stay at the charging station," making it difficult for vehicle 100 to participate in DR. In light of these circumstances, it is desirable to obtain the consent and cooperation of the passenger for participation in DR by providing an incentive.

[0054] Furthermore, the users (drivers and passengers) of each vehicle 100 included in vehicle group 10 can receive an incentive if vehicle 100 performs power adjustment in accordance with DR instructions, after having a prior contract with the aggregator.

[0055] Hereinafter, incentives given to passengers will be referred to as "first incentives," and incentives given to drivers will be referred to as "second incentives." It is desirable for the first server 1 to give the first incentive to the passenger based on the passenger information. The first server 1 may set the content (type) of the first incentive as follows, for example.

[0056] Figure 5 is a diagram illustrating an example of a method for setting the first incentive. The first server 1 includes, for example, an analysis unit 51, an estimation model 52, an incentive setting unit 53, and an allocation history 54. The analysis unit 51 and the incentive setting unit 53 are implemented by a processor 11 (see Figure 2). The estimation model 52 and the allocation history 54 are part of the incentive information 144 (see Figure 2).

[0057] The analysis unit 51 identifies the passenger inside the vehicle. Passenger identification may be done using image data captured by the in-vehicle camera 103, audio data recorded by the smart speaker 104, or location information (GPS information) from the user device 300 carried by the passenger. For each passenger inside the vehicle, the analysis unit 51 acquires the passenger's attribute information and preference information (see Figure 4) stored as passenger information 143. The analysis unit 51 may also acquire in-vehicle information indicating the passenger's activities inside the vehicle (e.g., playing games, reading, listening to music, sleeping, conversation content). In-vehicle information can be acquired using the in-vehicle camera 103, smart speaker 104, etc.

[0058] The analysis unit 51 performs analysis on each piece of acquired information to identify values ​​(numerical values, applicable / not applicable) corresponding to pre-registered items. The analysis unit 51 then generates structured data by combining one or more of the identified values. The structured data includes, for example, the passenger's gender, age, preferred / disliked activities (eating, recreation, sightseeing spots, etc.), whether they are playing a game or not, whether they are reading or not, whether they are listening to music or not, whether they are sleeping or not, whether they are hungry or not, etc. The analysis unit 51 outputs the generated structured data to the estimation model 52.

[0059] The estimation model 52 is, for example, a program (trained model) that has undergone machine learning processing to perform calculations according to the model. One example of the algorithm of the estimation model 52 is logistic regression, but the algorithm followed by the estimation model 52 is not particularly limited. The estimation model 52 estimates whether a passenger likes each of several types of incentives prepared in advance, based on structured data. The estimation model 52 may also derive the probability (likelihood) that a passenger likes the incentive. The estimation model 52 outputs the estimation results to the incentive setting unit 53. Note that the method for estimating the incentives that passengers like is not limited to using a trained model. For example, a relationship between incentives and structured data may be prepared by multivariate analysis such as multiple regression analysis, with incentives as the dependent variable and structured data as the independent variables.

[0060] The incentive setting unit 53 sets a first incentive to be given to the passenger based on the estimation results of the estimation model 52. The first incentive may be, for example, a discount on an activity preferred by the passenger, or preferential treatment, discounts, or points on games, books, or music in a field preferred by the passenger. The first incentive may also be a right or points that can be exchanged for goods or services at a specific store. The first incentive may be in general currency or virtual currency.

[0061] The incentive setting unit 53 may acquire vehicle location information collected from the navigation system 102 and set a first incentive based on the vehicle location information. The incentive setting unit 53 may, for example, limit the scope of the first incentive (locations for activities such as meals, recreation, and sightseeing) to within a range close to the vehicle 100's planned route or the location of participation in DR (charging station). In other words, by limiting the scope of the first incentive, the incentive setting unit 53 may guide the vehicle 100 to a location where the passenger can carry out activities they prefer. This makes it possible to have the vehicle 100 participate in DR at an appropriate location according to the power supply and demand, such as in an area where the power supply is insufficient to meet the power demand.

[0062] The incentive setting unit 53 may refer to the first incentive grant history 54 and set the first incentive to be granted this time based on the first incentive previously granted to the passenger. In other words, the incentive setting unit 53 may learn the first incentives granted to the passenger and set the first incentive to be granted this time based on the learning results. For example, the incentive setting unit 53 may set it to grant the same type of incentive this time as the first incentive previously granted to the passenger. Conversely, the incentive setting unit 53 may set it to avoid the first incentive previously granted to the passenger and grant a different incentive this time.

[0063] The incentive setting unit 53 grants the first incentive to the passenger and updates the incentive information 144 (grant history 54) when the vehicle 100 participates in DR and the predetermined requirements are met. The first server 1 can determine whether the vehicle 100 has participated in DR based on the detected values ​​of the power (current / reverse current) exchanged between the power grid 80 and the EVSE from the power meter (smart meter, power meter built into the EVSE, etc.).

[0064] It is desirable that the first server 1 grants a first incentive to the passenger based on the passenger information 143, and also grants a second incentive to the driver based on the driver information 142. The method for granting the second incentive to the driver is the same as the method for granting the first incentive to the passenger, so a detailed explanation will not be repeated.

[0065] <Processing Flow> Figure 6 is a flowchart showing the processing procedure related to the granting of incentives according to this embodiment. This flowchart is performed, for example, when predetermined conditions are met (for example, at predetermined intervals). Each step is implemented by software processing by the first server 1 (processor 11), but may also be implemented by hardware (electrical circuits) located within the first server 1. Hereinafter, each step will be abbreviated as S.

[0066] In S101, the first server 1 identifies the vehicle 100 that will receive a DR participation request from the second server 2. The first server 1 can obtain from the second server 2 which vehicle the DR request message was sent to.

[0067] In S102, the first server 1 identifies the users (driver and passengers) who are in the vehicle 100 identified in S101. User identification can be performed, for example, based on notifications from the vehicle 100 (detection results from the in-vehicle camera 103, smart speaker 104, etc.). It is also possible to identify users based on the location information of the user's device 300.

[0068] In S103, the first server 1 sets a first incentive based on the passenger information 143 concerning the passenger identified in S102. The method for setting the first incentive has been explained in detail in Figure 5, so it will not be repeated here. The first server 1 presents the set first incentive to the passenger (S104). More specifically, the first server 1 sends a command to the user device 300 held by the passenger to display the first incentive on the user device 300.

[0069] In S105, the first server 1 sets a second incentive based on the driver information 142 relating to the driver identified in S102. Then, the first server 1 presents the set second incentive to the driver (S106). More specifically, the first server 1 sends a command to the user device 300 possessed by the driver to display the second incentive on the said user device 300. Note that the order of processing in S103 to S106 may be changed as appropriate.

[0070] Figure 7 illustrates an example of a method for presenting the first incentive. Figure 7 schematically shows an example of the display screen of the passenger's user device 300. The display on the user device 300 includes, for example, the DR type 601, the DR location 602, the DR period 603, the incentive field 604, and buttons 605 and 606. Button 605 is a button for the user (driver or passenger) to indicate their willingness to agree to the DR participation request. On the other hand, button 606 is a button for the user to indicate their willingness to disagree with the DR participation request.

[0071] Figure 7 shows an example where only one incentive is displayed in the incentive field 604. However, the incentive field 604 may be displayed so that the user can select their desired incentive from among multiple incentive options. Alternatively, the first incentive given to the passenger may be displayed in the incentive field 604 of the user device 300 held by the driver. Conversely, the second incentive given to the driver may be displayed in the incentive field 604 of the user device 300 held by the passenger.

[0072] Other items such as vehicle information (current SOC, etc.) 611, DR settings (upper / lower limits of the range in which SOC changes due to DR participation are permitted, etc.) 612, history of past DRs participated in 613, and incentive acquisition history 614 may also be displayed on the user device 300.

[0073] Referring again to Figure 6, in S107, the first server 1 obtains a response from the passenger's user device 300 indicating whether the passenger accepts the first incentive presented to the passenger. The first server 1 also obtains a response from the driver's user device 300 indicating whether the driver accepts the second incentive presented to the driver.

[0074] If the passenger accepts the first incentive and the driver accepts the second incentive, and both the driver and passenger agree to the DR participation request (YES in S108), the first server 1 notifies the second server 2 that vehicle 100 will participate in the DR (S109). This allows the second server 2 to remotely control vehicle 100 and make vehicle 100 function as a VPP. If vehicle 100 meets predetermined requirements for the DR (such as when vehicle 100 charges or discharges more power than a predetermined amount, or when vehicle 100 functions as a VPP for longer than a predetermined time), the first server 1 grants the passenger the first incentive corresponding to the fulfilled requirements, and grants the driver the second incentive (S110).

[0075] If at least one of the driver or passenger does not agree to participate in the DR (NO in S108), that is, if the passenger does not accept the first incentive, or the driver does not accept the second incentive, or both, the first server 1 notifies the second server 2 that vehicle 100 will not participate in the DR (S111). In this case, neither incentive is awarded.

[0076] It is not mandatory to offer a second incentive to the driver in S105 and S106. Participation in the driver training (DR) may be decided based on the first incentive offered to the passenger.

[0077] As described above, in this embodiment, a first incentive is offered to the passenger riding in vehicle 100 as compensation for vehicle 100 participating in the DR. Since the first incentive is generated based on passenger information 143, which includes the passenger's attribute information and / or preference information, it strongly encourages the passenger to participate in the DR. This makes it easy to obtain the passenger's cooperation in response to the request to participate in the DR, so that the passenger can participate in the DR if the driver wishes to. Therefore, according to this embodiment, participation in the DR can be promoted more reliably.

[0078] The embodiments disclosed herein should be considered in all respects to be illustrative and not restrictive. The scope of this disclosure is indicated by the claims rather than by the description of the embodiments above, and all modifications within the meaning and scope equivalent to the claims are intended to be included. [Explanation of Symbols]

[0079] 1 First Server, 2 Second Server, 11 Processor, 12 Memory, 13 Communication Module, 14 Storage, 141 Vehicle Information, 142 Driver Information, 143 Passenger Information, 144 Incentive Information, 10 Vehicle Group, 100 Vehicle, 101 Touch Panel Display, 102 Navigation System, 103 In-Car Camera, 104 Smart Speaker, 105 Communication Module, 20 EVES Group, 200 EVSE, 30 User Device Group, 300 User Device, 301 Touch Panel Display, 302 GPS Module, 303 Communication Module, 40 Power Management Server, 51 Analysis Unit, 52 Estimation Model, 53 Incentive Setting Unit, 54 Grant History, 601 Type, 602 Location, 603 Period, 604 Incentive Field, 605, 606 Buttons, 613 History, 614 Acquisition History, 80 Power grid, 90 servers.

Claims

1. A method for managing electricity supply and demand using computers, The steps include sending a message from the computer to an electric vehicle carrying a driver and passenger requesting its participation in demand response to adjust the demand or supply of electricity in the power grid, The steps include: the computer acquiring passenger information relating to at least one of the passenger's attributes and preferences; The steps include: the computer setting a first incentive to encourage the passenger to participate in the demand response, based on the passenger information; The steps include: the computer acquiring driver information relating to at least one of the driver's attributes and preferences; The steps include: the computer setting a second incentive based on the driver information to encourage the driver to participate in the demand response; If the passenger accepts the first incentive and the driver accepts the second incentive, and both the passenger and the driver agree to participate in the demand response, The steps include: the computer causing the electric vehicle to function as a virtual power plant; A method for managing power supply and demand, comprising the steps of the computer granting the first incentive to the passenger and granting the second incentive to the driver.

2. The method for managing power supply and demand according to claim 1, wherein the step of acquiring passenger information further includes the step of learning the passenger's preferences based on the passenger's behavior.

3. The method for managing power supply and demand according to claim 1, wherein the step of obtaining passenger information further includes the step of estimating the attributes or preferences of the passenger based on the passenger's answers to questions.

4. The power supply and demand management method according to claim 1, wherein the step of acquiring passenger information includes the step of estimating the attributes or preferences of the passenger based on image data of the passenger captured by a camera or voice data of the passenger recorded by a smart speaker.

5. The power supply and demand management method according to any one of claims 1 to 4, wherein the step of setting the first incentive includes guiding the electric vehicle to a location where the passenger can perform an activity preferred by the passenger, based on the location information of the electric vehicle.

6. A server that requests electric vehicles carrying a driver and passenger to participate in demand response to adjust the demand or supply of electricity in the power grid, Processor and The system comprises a memory containing a program that can be executed by the aforementioned processor, The aforementioned processor, Obtain passenger information relating to at least one of the passenger's attributes and preferences, A first incentive is set based on the passenger information to encourage the passenger to participate in the demand response. A message containing the first incentive is sent to the passenger. Obtain driver information relating to at least one of the driver's attributes and preferences, A second incentive is set based on the driver information to encourage the driver to participate in the demand response. A message containing the second incentive is sent to the driver. A server that grants the first incentive to the passenger and the second incentive to the driver when the passenger accepts the first incentive and the driver accepts the second incentive, and both the passenger and the driver agree to participate in the request to respond to the demand.

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