Management System

Abstract

To appropriately select an electric vehicle that permits non-contact electric power transmission.SOLUTION: A management system includes a control device that has a processor and a memory communicatively connected to each other and that selects a power transmission vehicle from a group of electric vehicles. A power storage device mounted on each of electric vehicles constituting the group of electric vehicles increases or decreases its power storage amount between a maximum power storage amount and a minimum power storage amount. It is supposed that the maximum power storage amount is a first power storage amount, a current power storage amount stored in the storage device is a second power storage amount, a reference power storage amount set between the maximum power storage amount and the minimum power storage amount is a third power storage amount, a surplus power storage amount obtained by subtracting the third power storage amount from the second power storage amount is a fourth power storage amount, and a ratio of the fourth power storage amount to the first power storage amount is a power storage surplus ratio. In this case, the control device ranks each of the electric vehicles constituting the group of electric vehicles in order of the power storage surplus ratio, and selects the power transmission vehicle from the group of electric vehicles based on the ranking of the power storage surplus ratio.SELECTED DRAWING: Figure 14

Description

Technical Field

[0001] The present invention relates to a management system that selects an electric vehicle permitted to perform contactless power transmission.

Background Art

[0002] In recent years, distributed power sources such as photovoltaic power generation, fuel cells, and electric vehicles have been introduced even in small-scale consumers such as ordinary households (see Patent Document 1). It has also been proposed that by integrating and controlling various distributed power sources utilizing IoT (Internet of Things), a plurality of distributed power sources can be made to function as a single virtual power plant (VPP) (see Patent Documents 2 and 3). That is, it has been proposed that power be transmitted to other consumers from an electric vehicle such as an electric car, which is a distributed power source.

Prior Art Literature

Patent Literature

[0003]

Patent Document 1

Patent Document 2

Patent Document 3

Summary of the Invention

Problem to be Solved by the Invention

[0004] Incidentally, one possible method for transmitting power from electric vehicles to other consumers is to install power receiving equipment on expressways and other roads exclusively for motor vehicles, and to transmit power wirelessly from the electric vehicles in motion to the power receiving equipment. However, since there is a limit to the amount of power that the power receiving equipment can accept via wireless transmission, it has been difficult to permit power transmission to all electric vehicles that request wireless transmission. Therefore, it is necessary to appropriately select which electric vehicles to permit transmission from among multiple electric vehicles that request wireless transmission.

[0005] The objective of this invention is to appropriately select electric vehicles that permit contactless power transmission. [Means for solving the problem]

[0006] One embodiment of the management system is used in a power receiving facility that receives contactless power transmission from electric vehicles traveling in a power transmission section, and is a management system that selects a power transmission vehicle as an electric vehicle authorized to transmit power contactlessly from a group of electric vehicles traveling in a determination section that includes at least a part of the power transmission section, and comprises a processor and memory that are connected to each other in a manner that enables communication, and a control device that selects the power transmission vehicle from the group of electric vehicles, and the energy storage device mounted on each electric vehicle constituting the group of electric vehicles increases or decreases the amount of stored energy between the maximum amount of stored energy and the minimum amount of stored energy, When the maximum stored energy is defined as the first stored energy, the current stored energy in the energy storage device is defined as the second stored energy, the standard stored energy set between the maximum stored energy and the minimum stored energy is defined as the third stored energy, the surplus stored energy obtained by subtracting the third stored energy from the second stored energy is defined as the fourth stored energy, and the ratio of the fourth stored energy to the first stored energy is defined as the energy surplus rate, the control device ranks each electric vehicle constituting the electric vehicle group in descending order of energy surplus rate, and selects the power transmission vehicle from the electric vehicle group based on the ranking of energy surplus rates. [Effects of the Invention]

[0007] According to one aspect of the present invention, the control device ranks each electric vehicle constituting the electric vehicle group in descending order of its energy storage surplus rate, and selects a power transmission vehicle from the electric vehicle group based on the ranking of energy storage surplus rates. This makes it possible to appropriately select electric vehicles that are permitted to perform contactless power transmission. [Brief explanation of the drawing]

[0008] [Figure 1] This is a diagram showing an example of a virtual power plant. [Figure 2] This figure shows an example of a power receiving facility that receives electricity from an electric vehicle. [Figure 3] This figure shows an example of a group of power receiving coils, a power distribution panel, and an electric vehicle. [Figure 4] This diagram shows an example of the basic structure of a central server. [Figure 5] This figure shows an example of the basic structure of each control unit. [Figure 6] This figure shows an example of a power supply lane and a judgment area. [Figure 7] This figure shows an example of a power supply lane and a judgment area. [Figure 8] This flowchart shows an example of the procedure for controlling power transmission vehicles using a control system. [Figure 9] This flowchart shows an example of the procedure for controlling power transmission vehicles using a control system. [Figure 10] This figure shows examples of various charge levels that can be set in a battery. [Figure 11] This flowchart shows an example of the procedure for implementing the control of the maximum number of devices set by the central server. [Figure 12] This flowchart shows an example of the procedure for executing power transmission vehicle selection control by a central server. [Figure 13] This figure shows an example of a group of electric vehicles in the judgment area. [Figure 14] This diagram shows the groups of electric vehicles in the judgment area and their ranking. [Figure 15] This is a diagram showing an example of a hybrid vehicle. [Figure 16] It is a diagram illustrating an example of various charge amounts set in a battery.

Mode for Carrying Out the Invention

[0009] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following description, the same or substantially the same configurations and elements will be denoted by the same reference numerals, and repeated description thereof will be omitted.

[0010] [Virtual Power Plant] FIG. 1 is a diagram showing an example of a virtual power plant (VPP). As shown in FIG. 1, distributed power sources 14 to 16 including photovoltaic power generators 10 and 11, a fuel cell 12, an electric vehicle 13, and the like have been introduced even to small-scale consumers such as ordinary households and factories. These distributed power sources 14 to 16 are integrally controlled by utilizing the Internet of Things (IoT), and the plurality of distributed power sources 14 to 16 function as one virtual power plant (VPP). That is, the power supply from the distributed power sources 14 to 16 to the power grid 18 is controlled by a central server (control device) 17 of an aggregator, which is an electric power company. Specifically, the aggregator's central server 17 controls the power supplied from the distributed power sources 14 to 16 to the power grid 18 based on the power generation status of a power generator 19 connected to the power grid 18 and the power usage status of consumers 20, in order to optimize the supply-demand balance in the power grid 18. Note that consumers who cooperate in power supply from the distributed power sources 14 to 16 to the power grid 18 are provided with incentives according to the amount of power.

[0011] [Power Receiving Equipment] Figure 2 shows an example of a power receiving facility 21 that receives power from an electric vehicle 13. As shown in Figure 2, the power receiving facility 21 has a group of power receiving coils 23 consisting of multiple power receiving coils 22 embedded in the power supply lane L1. The power receiving facility 21 also has a power distribution panel 24 that controls the power supply from the group of power receiving coils 23 to the power system 18. This power receiving facility 21 is controlled by a management system 26 consisting of a central server 17, and the central server 17 is connected to the power distribution panel 24 via a communication network 25. As will be described later, when the electric vehicle 13 travels along the power supply lane L1, the electromagnetic field of the power transmission coil 50 mounted on the electric vehicle 13 is controlled, and power is supplied from the power transmission coil 50 to the power receiving coil 22 in a non-contact manner. In the following description, the power supply from the power transmission coil 50 to the power receiving coil 22, that is, the power supply from the electric vehicle 13 to the power receiving facility 21, will be referred to as non-contact power transmission. Furthermore, contactless power transmission from the electric vehicle 13 to the power receiving equipment 21 is also called wireless power transmission, contactless power supply, or wireless power supply.

[0012] Figure 3 shows an example of a power receiving coil group 23, a power distribution panel 24, and an electric vehicle 13. As shown in Figure 3, the power receiving coil group 23 embedded in the power supply lane L1 has a plurality of power receiving coils 22 arranged at predetermined intervals, and a rectifier circuit 30 connected to each power receiving coil 22. The power distribution panel 24 has a storage unit 31 made of non-volatile memory, a communication unit 32 connected to a communication network 25, a power circuit unit 33 that supplies power output from the rectifier circuit 30 to the power system 18, and a monitoring unit 34 that monitors the power supplied to the power system 18. Furthermore, the power distribution panel 24 has a control unit 37 equipped with a processor 35 and a main memory 36 to control the communication unit 32, the power circuit unit 33, etc. A predetermined program is stored in the main memory 36, and the program is executed by the processor 35. The processor 35 and the main memory 36 are connected to each other so as to be able to communicate. The storage unit 31 made of non-volatile memory, etc. stores the program and various data. Furthermore, the control unit 37 may incorporate multiple processors 35, and the control unit 37 may also incorporate multiple main memory 36.

[0013] Fig. 4 is a diagram showing an example of the basic structure of the central server 17. As shown in Fig. 4, the central server 17 includes a control unit 42 provided with a processor 40, a main memory (memory) 41, and the like. A predetermined program is stored in the main memory 41, and the program is executed by the processor 40. The processor 40 and the main memory 41 are communicably connected to each other. The central server 17 further includes a storage unit 43 formed of a non-volatile memory or the like, and a communication unit 44 connected to a communication network 25. Programs, various types of data, and the like are stored in the storage unit 43 formed of a non-volatile memory or the like. Further, a plurality of processors 40 may be incorporated in the control unit 42, and a plurality of main memories 41 may be incorporated in the control unit 42.

[0014] [Electric vehicle] As shown in Fig. 3, an electric vehicle 13 such as an electric automobile includes a power transmitting coil 50 attached to a lower portion of a vehicle body, a power transmitting circuit 51 connected to the power transmitting coil 50, and a battery (power storage device) 52 connected to the power transmitting circuit 51. The electric vehicle 13 further includes a traveling motor 53 coupled to wheels, an inverter 54 that controls an energization state of the traveling motor 53, and a steering motor 55 that drives a rack bar or the like of a steering mechanism. An electronic control unit for controlling each device is connected to each device such as the power transmitting circuit 51 mounted on the electric vehicle 13. That is, a power transmission control unit 56 is connected to the power transmitting circuit 51, and a battery control unit 57 is connected to the battery 52. A motor control unit 58 is connected to the inverter 54, and a steering control unit 59 is connected to the steering motor 55.

[0015] When performing contactless power transmission from the electric vehicle 13 to the power receiving equipment 21, high-frequency power is supplied from the electric vehicle's power transmission circuit 51 to the power transmission coil 50 in accordance with the timing of the electric vehicle 13 passing over the power receiving coil 22 in the power supply lane L1. When high-frequency power is supplied to the power transmission coil 50, the electromagnetic field of the power transmission coil 50 and its vicinity fluctuates, and this fluctuation in the electromagnetic field is transmitted to the power receiving coil 22 by resonance. As a result, power can be supplied from the power transmission coil 50 of the electric vehicle 13 to the power receiving coil 22 in the power supply lane L1, enabling contactless power transmission from the electric vehicle 13 to the power receiving equipment 21.

[0016] The electric vehicle 13 is equipped with a control system 60 consisting of multiple electronic control units to control the power transmission circuit 51, the driving motor 53, and the like. The electronic control units that make up the control system 60 include the aforementioned power transmission control unit 56, battery control unit 57, motor control unit 58, and steering control unit 59. In addition, the control system 60 also includes a vehicle control unit 61 that outputs control signals to each of the control units 56 to 59. These control units 56 to 59 and 61 are connected to each other so as to be able to communicate via an in-vehicle network 62 such as CAN (Controller Area Network).

[0017] Figure 5 shows an example of the basic structure of each control unit 56-59,61. As shown in Figure 5, each control unit 56-59,61 has a microcontroller 72 that incorporates a processor 70 and main memory 71, etc. A predetermined program is stored in the main memory 71, and the program is executed by the processor 70. The processor 70 and the main memory 71 are connected to each other so as to be able to communicate with each other. Note that the microcontroller 72 may incorporate multiple processors 70, and the microcontroller 72 may also incorporate multiple main memory 71.

[0018] Furthermore, each control unit 56-59,61 is equipped with an input conversion circuit 73, a drive circuit 74, a communication circuit 75, and an external memory 76, etc. The input conversion circuit 73 converts signals input from various sensors into signals that can be input to the microcontroller 72. The drive circuit 74 generates drive signals for various devices such as the aforementioned power transmission circuit 51 based on signals output from the microcontroller 72. The communication circuit 75 converts signals output from the microcontroller 72 into communication signals for other control units. The communication circuit 75 also converts communication signals received from other control units into signals that can be input to the microcontroller 72. In addition, the external memory 76, which consists of non-volatile memory, stores programs and various data.

[0019] The vehicle control unit 61 sets operating targets for the power transmission circuit 51, the driving motor 53, etc., based on input information from various control units 56-59 and various sensors described later. It then generates control signals corresponding to the operating targets for the power transmission circuit 51, the driving motor 53, etc., and outputs these control signals to the various control units. Sensors connected to the vehicle control unit 61 include a vehicle speed sensor 80 that detects the vehicle speed, which is the driving speed of the electric vehicle 13, an accelerator sensor 81 that detects the amount of operation of the accelerator pedal, and a brake sensor 82 that detects the amount of operation of the brake pedal. Sensors connected to the vehicle control unit 61 include a radar unit 83 that detects obstacles around the vehicle, etc., and a camera unit 84 that takes images of the area around the vehicle. Furthermore, the vehicle control unit 61 is connected to a GPS receiver 85 that receives signals from GPS (Global Positioning System) satellites, and a communication unit 86 that is connected to a communication network 25. Furthermore, the vehicle control unit 61 is connected to a setting device 87, which is operated by the driver when setting various conditions for contactless power transmission, as described later, and to a start switch 88, which is operated by the driver when starting the control system 60.

[0020] [Power supply lane and judgment area] Figures 6 and 7 show an example of a power supply lane L1 and a determination area X1. As shown in Figure 6, three driving lanes La, Lb, and Lc are provided on expressways and other roads exclusively for motor vehicles. As shown by hatching in Figure 6, a power supply lane (power transmission section) L1 is installed in driving lane La, with a group of power receiving coils 23 embedded over a predetermined distance. Also, as shown by hatching in Figure 6, a determination area (determination section) X1 is set in power supply lane L1 to determine which electric vehicles 13 are permitted to receive power without contact. As shown in Figures 6 and 7, the starting point Sa of the determination area X1 precedes the starting point Sb of the power supply lane L1 by a predetermined distance α, and the ending point Fa of the determination area X1 precedes the ending point Fb of the power supply lane L1 by a predetermined distance α.

[0021] In the illustrated example, the starting point Sa of the determination area X1 precedes the starting point Sb of the power supply lane L1, but this is not limited to this, and the starting point Sa of the determination area X1 may coincide with the starting point Sb of the power supply lane L1. Similarly, the ending point Fa of the determination area X1 precedes the ending point Fb of the power supply lane L1, but this is not limited to this, and the ending point Fa of the determination area X1 may coincide with the ending point Fb of the power supply lane L1. In other words, when setting the determination area X1, it is sufficient that at least a portion of the power supply lane L1 is included in the determination area X1.

[0022] [Power transmission vehicle control] Next, the power transmission vehicle control performed by the control system 60 will be described. Figures 8 and 9 are flowcharts showing an example of the execution procedure for power transmission vehicle control by the control system 60. In the flowcharts shown in Figures 8 and 9, components are connected to each other at points labeled A and points labeled B. Each step shown in the flowcharts of Figures 8 and 9 indicates a process performed by the processor 70 that constitutes the control system 60. Furthermore, the power transmission vehicle control shown in Figures 8 and 9 is a control performed at predetermined intervals by the control system 60 of each electric vehicle 13 entering the determination area X1.

[0023] As shown in Figure 3, the vehicle control unit 61 is connected to a setting device 87 operated by the driver to set the conditions for contactless power transmission. The various conditions for contactless power transmission that can be set using this setting device 87 include setting whether or not a power transmission request is made, i.e., whether or not to perform contactless power transmission, and setting the standard charge amount (third charge amount) S3 of the battery 52. ​​As will be described later, the standard charge amount S3 of the battery 52 is the lower limit of the amount of charge that is secured even after contactless power transmission is performed.

[0024] As shown in Figure 8, in step S10, it is determined whether there is a request for contactless power transmission. If it is determined in step S10 that there is a power transmission request, that is, if the driver has chosen to perform contactless power transmission, the process proceeds to step S11, where it is determined whether the electric vehicle 13 is traveling within the determination area X1. If it is determined in step S11 that the electric vehicle 13 is traveling within the determination area X1, the process proceeds to step S12, where various determination information is transmitted from the control system 60 of the electric vehicle 13 to the central server 17. The determination information transmitted to the central server 17 includes the vehicle ID, which is the identification information of the electric vehicle 13, and the driving position of the electric vehicle 13. The vehicle control unit 61 calculates the driving position based on signals transmitted from GPS satellites.

[0025] Furthermore, the judgment information transmitted to the central server 17 includes the maximum charge amount S1, the current charge amount S2, and the reference charge amount S3 of the battery 52 installed in the electric vehicle 13. Here, Figure 10 is a diagram showing an example of various charge amounts set for the battery 52. ​​As shown in Figure 10, the battery 52 is set to have a maximum charge amount (first charge amount) S1a and a minimum charge amount S1b, and the charge amount of the battery 52 increases or decreases between the maximum charge amount S1a and the minimum charge amount S1b. In other words, when charging the battery 52, an increase in the charge amount up to the maximum charge amount S1a is permitted, while when discharging the battery 52, a decrease in the charge amount up to the minimum charge amount S1b is permitted.

[0026] Furthermore, the current charge amount (second charge amount) S2 of the battery 52 is the current amount of charge stored in the battery 52. ​​This current charge amount S2 can be calculated by the battery control unit 57 based on the charge / discharge current and open-circuit voltage of the battery 52. ​​In addition, a reference charge amount (third charge amount) S3 is set between the maximum charge amount S1a and the minimum charge amount S1b. As mentioned above, the reference charge amount S3 is the lower limit of the amount of charge that is secured even after contactless power transmission is performed. This reference charge amount S3 may be any amount of charge set by the driver by operating the setting device 87, or it may be an amount of charge that allows the vehicle to travel the distance to a predetermined destination. Also, if the reference charge amount S3 is set to an amount of charge that allows the vehicle to travel the distance to a destination, the vehicle control unit 61 calculates the reference charge amount S3 from the distance to the destination and the recent energy consumption. The destination when setting the reference charge amount S3 is, for example, a destination entered into the navigation device by the driver.

[0027] In step S12, when various determination information is transmitted from the electric vehicle 13 to the central server 17, the process proceeds to step S13, where it is determined whether or not there is a permission signal for contactless power transmission. In step S13, if the electric vehicle 13 has not received a permission signal from the central server 17, that is, if the electric vehicle 13 has received a disapproval signal from the central server 17, it is necessary to move the electric vehicle 13 out of the power supply lane L1, so the process proceeds to step S14, where it is determined whether or not the electric vehicle 13 is traveling in the power supply lane L1. In step S14, if it is determined that the electric vehicle 13 is traveling in the power supply lane L1, the process proceeds to step S15, where the driver is instructed to change lanes to the driving lane Lb. If, in step S14, it is determined that the electric vehicle 13 is not traveling in the power supply lane L1, the process returns to step S11, and each step is executed again by the control system 60.

[0028] On the other hand, if the electric vehicle 13 receives a permission signal from the central server 17 in step S13, it is necessary to drive the electric vehicle 13 in the power supply lane L1, so the process proceeds to step S16 to determine whether the electric vehicle 13 is driving in the power supply lane L1. If it is determined in step S16 that the electric vehicle 13 is not driving in the power supply lane L1, the process proceeds to step S17, instructing the driver to change lanes to the power supply lane L1. If it is determined in step S16 that the electric vehicle 13 is driving in the power supply lane L1, the process proceeds to step S18 in Figure 9. Note that when changing lanes to the power supply lane L1 or driving lane Lb, the electric vehicle 13 may be changed by automatic driving control. The vehicle control unit 61 can also control the inverter 54, steering motor 55, etc., to change lanes while monitoring the surroundings of the electric vehicle 13 using the radar unit 83 and camera unit 84.

[0029] As shown in Figure 9, in step S18, the speed of the electric vehicle 13 is adjusted toward the target vehicle speed by controlling the inverter 54, etc., based on the target vehicle speed for contactless power transmission transmitted from the central server 17. In the following step S19, high-frequency power is supplied from the power transmission circuit 51 of the electric vehicle 13 to the power transmission coil 50, thereby performing contactless power transmission from the power transmission coil 50 to the power receiving coil 22. Once contactless power transmission is performed in this way, the process proceeds to step S20, where it is determined whether or not the vehicle is continuing to travel within the determination area X1 corresponding to the power supply lane L1. In step S20, if it is determined that the electric vehicle 13 is not traveling within the determination area X1, that is, if it is determined that it has reached the end point Fa of the determination area X1, the process proceeds to step S21, where contactless power transmission from the electric vehicle 13 to the power receiving equipment 21 is stopped, and the routine is exited.

[0030] On the other hand, if in step S20 it is determined that the electric vehicle 13 is traveling within the determination area X1, that is, if it is determined that it has not reached the end point Fa of the determination area X1, the process proceeds to step S22, where various determination information is transmitted from the control system 60 of the electric vehicle 13 to the central server 17, and the process proceeds to step S23, where it is determined whether or not there is a permission signal for contactless power transmission. If in step S23 the electric vehicle 13 has not received a permission signal from the central server 17, that is, if the electric vehicle 13 has received a disapproval signal from the central server 17, the process proceeds to step S24, where contactless power transmission from the electric vehicle 13 to the power receiving equipment 21 is stopped, and the process proceeds to step S14 in Figure 8. In this case, it is necessary to move the electric vehicle 13 out of the power supply lane L1, so the process proceeds from step S14 to step S15, where the driver is instructed to change lanes to the driving lane Lb. On the other hand, if the electric vehicle 13 receives a permission signal from the central server 17 in step S23, the process proceeds to step S18, where the speed of the electric vehicle 13 is adjusted toward the target speed, and the process proceeds to step S19, where contactless power transmission from the electric vehicle 13 to the power receiving equipment 21 continues.

[0031] [Maximum number of vehicles setting control and power transmission vehicle selection control] Next, the upper limit number of vehicles setting control and power transmission vehicle selection control performed by the central server 17 will be described. Figure 11 is a flowchart showing an example of the execution procedure for the upper limit number of vehicles setting control by the central server 17, and Figure 12 is a flowchart showing an example of the execution procedure for power transmission vehicle selection control by the central server 17. Each step shown in the flowcharts of Figures 11 and 12 shows the processing performed by the processor 40 that constitutes the central server 17. Note that the upper limit number of vehicles setting control and power transmission vehicle selection control shown in Figures 11 and 12 are controls that are executed by the central server 17 at predetermined intervals.

[0032] <Upper limit on the number of units set and controlled> As shown in Figure 11, in step S30, the first upper limit number of vehicles N1 that can be powered within the power supply lane L1 is calculated based on the target vehicle speed instructed to each electric vehicle 13 by the central server 17 and the total length of the power supply lane L1. In other words, the first upper limit number of vehicles N1 in the power supply lane L1 is calculated by setting the inter-vehicle distance based on the target vehicle speed and dividing the total length by the inter-vehicle distance. For example, when the target vehicle speed is set low, it is possible to set a short inter-vehicle distance between electric vehicles 13, so the first upper limit number of vehicles N1 is calculated to be high. On the other hand, when the target vehicle speed is set high, it is necessary to set a long inter-vehicle distance between electric vehicles 13, so the first upper limit number of vehicles N1 is calculated to be low. That is, the first upper limit number of vehicles N1 calculated by the central server 17 increases as the target vehicle speed decreases, and decreases as the target vehicle speed increases. The target vehicle speed instructed to each electric vehicle 13 by the central server 17 is set from the viewpoint of power transmission efficiency in contactless power transmission. Furthermore, since the safe following distance changes depending on the road surface conditions, the target vehicle speed instructed to each electric vehicle 13 from the central server 17 may be set based on the weather, which is a factor that changes the road surface conditions.

[0033] In step S31, the second upper limit number of vehicles N2 that can be powered within the power supply lane L1 is calculated based on the vehicle power transmission power, which is the power transmitted per vehicle, and the lane acceptance power, which is the maximum power that the power receiving equipment 21 can accept. In other words, the second upper limit number of vehicles N2 in the power supply lane L1 is calculated by dividing the lane acceptance power by the vehicle power transmission power. For example, if the power that can be supplied from the power receiving equipment 21 to the power system 18 increases, and the lane acceptance power of the power supply lane L1 increases, the second upper limit number of vehicles N2 is calculated to be large. On the other hand, if the power that can be supplied from the power receiving equipment 21 to the power system 18 decreases, and the lane acceptance power of the power supply lane L1 decreases, the second upper limit number of vehicles N2 is calculated to be small. Then, in the following step S32, the first upper limit number N1 and the second upper limit number N2 are compared and the smaller number is selected as the upper limit number Nm. The size of the lane acceptance power is set by the central server 17 based on the supply and demand balance in the power system 18.

[0034] <Power transmission vehicle selection control> As shown in Figure 12, in step S40, the upper limit number of vehicles Nm set by the upper limit number of vehicles setting control is read. In step S41, a group of electric vehicles 90 consisting of multiple electric vehicles 13 traveling within the determination area X1 is identified based on the driving position transmitted from the electric vehicle 13 that has entered the determination area X1. In other words, the vehicle ID of each electric vehicle 13 traveling within the determination area X1 is identified. Next, in step S42, the determination information (maximum energy storage amount S1a, current energy storage amount S2, reference energy storage amount S3) of the identified group of electric vehicles 90 is read. In the following step S43, the energy storage surplus rate Rs is calculated based on the maximum energy storage amount S1a, current energy storage amount S2, and reference energy storage amount S3 according to the following equation (1). In other words, as shown in Figure 10, when the amount of stored energy obtained by subtracting the standard amount of stored energy S3 from the current amount of stored energy S2 is defined as the surplus amount of stored energy (fourth amount of stored energy) S4, the ratio of the surplus amount of stored energy S4 to the maximum amount of stored energy S1a is calculated as the energy surplus rate Rs. Rs = (S2 - S3) / S1a ··(1)

[0035] Next, in step S44, a priority is set for each electric vehicle 13 constituting the electric vehicle group 90, in descending order of the energy storage surplus rate Rs. In the following step S45, based on the upper limit of the number of vehicles Nm and the priority, each electric vehicle 13 in the electric vehicle group 90 is divided into authorized vehicles (transmission vehicles) which are permitted to transmit power without contact, and unauthorized vehicles 13 which are not permitted to transmit power without contact. In other words, authorized vehicles are selected from the electric vehicle group 90 according to the priority until the upper limit of the number of vehicles Nm is reached. Once authorized vehicles are selected from the electric vehicle group 90 in the determination area X1 in this way, the process proceeds to step S46, where the central server 17 transmits an authorization signal and a target vehicle speed to the electric vehicle 13 selected as an authorized vehicle. The process then proceeds to step S47, where the central server 17 transmits a disauthorization signal to the electric vehicle 13 selected as an unauthorized vehicle.

[0036] [Priority ranking of electric vehicles through power transmission vehicle selection control] Figure 13 shows an example of a group of electric vehicles 90 in judgment area X1, and Figure 14 shows the group of electric vehicles 90 in judgment area X1 and their ranking. In the examples shown in Figures 13 and 14, the upper limit of the number of vehicles Nm is set to "8 vehicles". Also, in the examples shown in Figures 13 and 14, the electric vehicles 13 are labeled with codes "ev01 to 15" for explanation.

[0037] As shown in Figure 13, a group of electric vehicles 90 consisting of electric vehicles ev01 to ev15 are operating within the determination area X1. In this case, the maximum stored energy S1a, the current stored energy S2, and the reference stored energy S3 are transmitted from each electric vehicle ev01 to ev15 to the central server 17. Subsequently, as shown in Figure 14, the energy surplus rate Rs is calculated based on the maximum stored energy S1a, the current stored energy S2, and the reference stored energy S3, and the vehicles are ranked in descending order of energy surplus rate Rs. In the illustrated example, since the upper limit Nm of permitted vehicles within the determination area X1 is set to "8 vehicles", the eight electric vehicles ev05, ev01, ev06, ev10, ev02, ev12, ev09, and ev13 are selected as permitted vehicles for contactless power transmission.

[0038] As explained above, the central server 17 calculates the energy surplus rate Rs based on the maximum energy storage amount S1a, the current energy storage amount S2, and the reference energy storage amount S3, and ranks the electric vehicles 13 in descending order of this energy surplus rate Rs. This allows for the appropriate selection of electric vehicles 13 permitted to perform contactless power transmission without prioritizing electric vehicles 13 with large battery capacities, i.e., electric vehicles 13 with large maximum energy storage amounts S1a. In other words, since contactless power transmission is incentivized, it is expected that many drivers will prefer contactless power transmission. Thus, even when selecting transmission vehicles permitted to perform contactless power transmission from a large number of electric vehicles 13, it is possible to fairly select transmission vehicles without prioritizing electric vehicles 13 with large battery capacities. Moreover, since the energy surplus rate Rs is calculated using the reference energy storage amount S3 that should be secured even after contactless power transmission, it is possible to prevent an excessive decrease in the current energy storage amount S2 even when contactless power transmission is performed.

[0039] [Energy surplus rate of electric vehicles equipped with fuel tanks] The electric vehicle 13 capable of contactless power transmission is not limited to the electric vehicle with the structure shown in Figure 3. For example, electric vehicles 13 capable of contactless power transmission include hybrid vehicles equipped with an engine and an electric motor, and fuel cell vehicles equipped with a fuel cell. Hybrid vehicles are equipped with a fuel tank for storing fuel such as gasoline, and fuel cell vehicles are equipped with a hydrogen tank (fuel tank) for storing hydrogen. In this way, hybrid vehicles equipped with a fuel tank have an energy source other than the battery 52, so when calculating the energy storage surplus rate Rs, it is possible to convert the fuel stored in the fuel tank into energy storage amount.

[0040] Here, Figure 15 shows an example of a hybrid vehicle 100, and Figure 16 shows an example of various energy storage amounts set in the battery 52. ​​In Figure 15, parts similar to those shown in Figure 3 are given the same reference numerals and their descriptions are omitted. As shown in Figure 15, the hybrid vehicle (electric vehicle) 100 is equipped with a power unit 103 that includes an engine 101 and an electric motor 102. The hybrid vehicle 100 is also equipped with a battery 52 connected to the electric motor 102, and a fuel tank 104 for storing fuel such as gasoline. The fuel tank 104 is also equipped with a level sensor 105 for measuring the liquid level, and the control system 60 calculates the amount of fuel in the fuel tank 104 based on the detection signal from the level sensor 105. The control system 60 also calculates a converted energy storage amount (fifth energy storage amount) S5 by multiplying the amount of fuel in the fuel tank 104 by a predetermined coefficient to convert the fuel amount into energy storage amount.

[0041] In such a hybrid vehicle 100, the energy surplus rate Rs is calculated based on the maximum energy storage amount S1a, the current energy storage amount S2, the converted energy storage amount S5, and the standard energy storage amount S3, according to the following equation (2). In other words, as shown in Figure 16, when the amount of energy stored obtained by subtracting the standard energy storage amount S3 from the sum of the current energy storage amount S2 and the converted energy storage amount S5 is taken as the surplus energy storage amount (fourth energy storage amount) S4, the ratio of the surplus energy storage amount S4 to the maximum energy storage amount S1a is calculated as the energy surplus rate Rs. In this way, since the energy surplus rate Rs is calculated using the converted energy storage amount S5 converted from the amount of fuel in the fuel tank 104, even if the group of electric vehicles 90 includes the hybrid vehicle 100, it is possible to appropriately select the electric vehicle 13 that is permitted to transmit power without contact. Rs = (S2 + S5 - S3) / S1a ··(2)

[0042] As mentioned above, in an electric vehicle 100 equipped with a fuel tank 104, it is possible to calculate the energy surplus rate Rs by converting the amount of fuel in the fuel tank 104 into an amount of stored energy, but it is not limited to this. In other words, even in an electric vehicle 100 equipped with a fuel tank 104, it goes without saying that the energy surplus rate Rs can be calculated based on the aforementioned equation (1) without converting the amount of fuel into an amount of stored energy.

[0043] The present invention is not limited to the embodiments described above, and it goes without saying that various modifications are possible without departing from the spirit of the invention. In the above description, the steps of setting the upper limit number of vehicles and selecting the power transmission vehicle are performed using one central server 17, but the invention is not limited to this, and the steps of setting the upper limit number of vehicles and selecting the power transmission vehicle may be performed using multiple servers. Also, in the above description, the energy storage surplus rate Rs is calculated for each electric vehicle 13, but the invention is not limited to this, and for example, the energy storage surplus rate Rs may be calculated in the central server 17.

[0044] In the explanation above, the first upper limit number N1 and the second upper limit number N2 are compared and the smaller number is selected as the upper limit number Nm. However, this is not the only way; the upper limit number Nm may be set using only the first upper limit number N1, or using only the second upper limit number N2. The power receiving equipment 21 shown in the figure is a magnetic field resonance type power receiving equipment 21, but this is not the only way; any type of non-contact power receiving equipment may be adopted. For example, an electromagnetic induction type power receiving equipment or a microwave type power receiving equipment may be adopted. [Explanation of symbols]

[0045] 13 Electric Vehicles 17. Central Server (Control Unit) 21 Power receiving equipment 26 Management Systems 40 processors 41 Main memory (memory) 52. Batteries (energy storage devices) 90 Electric Vehicle Group 100 Hybrid vehicles (electric vehicles) 104 Fuel Tank L1 Power supply lane (power transmission section) X1 Judgment Area (Judgment Interval) S1a Maximum energy storage capacity (first energy storage capacity) S1b Minimum storage amount S2 Current energy storage amount (second energy storage amount) S3 Standard energy storage capacity (Third energy storage capacity) S4 Surplus energy storage (4th energy storage) S5 equivalent energy storage capacity (5th energy storage capacity) Rs Energy storage surplus rate

Claims

1. A power receiving facility that receives contactless power transmission from electric vehicles traveling in a power transmission section, and a management system for selecting a power transmission vehicle as an electric vehicle authorized to transmit power contactlessly from a group of electric vehicles traveling in a determination section that includes at least a part of the power transmission section, It includes a processor and memory that are connected to each other in a manner that enables communication, and a control device that selects the power transmission vehicle from the group of electric vehicles, The energy storage devices installed in each electric vehicle that make up the aforementioned group of electric vehicles increase or decrease the amount of stored energy between the maximum and minimum storage amounts. The aforementioned maximum stored amount is defined as the first stored amount. The current amount of energy stored in the aforementioned energy storage device is defined as the second amount of energy stored. The standard amount of energy stored between the maximum amount of energy stored and the minimum amount of energy stored is defined as the third amount of energy stored. The surplus amount obtained by subtracting the third amount of stored energy from the second amount of stored energy is defined as the fourth amount of stored energy. When the ratio of the fourth amount of stored energy to the first amount of stored energy is defined as the energy surplus rate, The control device is Each electric vehicle constituting the group of electric vehicles is ranked in descending order of its energy storage surplus rate, and a power transmission vehicle is selected from the group of electric vehicles based on the ranking of energy storage surplus rates. Management system.

2. In the management system according to claim 1, The aforementioned standard energy storage amount is the amount of energy that can be stored to travel the distance to the destination. Management system.

3. In the management system according to claim 1, The aforementioned standard energy storage capacity is the amount of energy storage set by the operator. Management system.

4. In the management system according to claim 1, If the aforementioned electric vehicle is equipped with a fuel tank, The converted amount of stored energy, calculated from the amount of fuel in the aforementioned fuel tank, is defined as the fifth amount of stored energy. The surplus amount of stored energy obtained by subtracting the third amount of stored energy from the sum of the second amount of stored energy and the fifth amount of stored energy is defined as the fourth amount of stored energy. Management system.

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