JP7615958B2 - CHARGING MANAGEMENT SYSTEM, CHARGING MANAGEMENT SERVER, AND CHARGING MANAGEMENT METHOD - Google Patents

Description

This disclosure relates to a charging management system, a charging management server, and a charging management method, and in particular to a charging management system including a plurality of vehicles each equipped with a battery that stores power for driving and configured to be able to transfer power between the vehicles, and a server that manages the charging of the plurality of vehicles, a charging management server that manages the charging of a plurality of vehicles each equipped with a battery that stores power for driving and configured to be able to transfer power between the vehicles, and a charging management method using a server that manages the charging of a plurality of vehicles each equipped with a battery that stores power for driving and configured to be able to transfer power between the vehicles.

Conventionally, there have been systems that manage the remaining battery charge of a charging vehicle by supplying power between a power supplying vehicle and a power receiving vehicle (see, for example, Patent Document 1).

JP 2019-118179 A

In this system, regardless of the driving plan of the power supply vehicle, the power supply vehicle simply heads to the designated location to supply power to the power receiving vehicle. This creates a problem in that if the power supply vehicle has a driving plan, it can be harsh on the power supply vehicle.

This disclosure has been made to solve the above-mentioned problems, and its purpose is to provide a charging management system, a charging management server, and a charging management method that can take into consideration the vehicle that supplies power.

The charging management system according to the present disclosure includes a plurality of vehicles each equipped with a battery that stores power for driving and configured to enable the transfer of power between the vehicles, and a server that manages the charging of the plurality of vehicles. When the server receives a charging request from a first vehicle among the plurality of vehicles, the server identifies a second vehicle among the plurality of vehicles that satisfies a first condition that the second vehicle is on its way to a charging facility and a second condition that the battery has sufficient remaining power even if the second vehicle heads to the charging facility after supplying power to the first vehicle via the first vehicle, and executes a process to change the route of the identified second vehicle so that the second vehicle heads to the first vehicle.

With this configuration, a second vehicle that is on its way to a charging facility and has a battery with some charge remaining, even if it heads to the charging facility after supplying power to the first vehicle via the first vehicle, can be directed to the first vehicle. As a result, a charging management system that can take into consideration the second vehicle that supplies power can be provided.

The server may identify a power supply location from the second vehicle to the first vehicle, and execute a process for changing the route of the second vehicle so that the second vehicle heads toward the identified power supply location as a process for changing the route of the second vehicle. With this configuration, it is possible to identify a power supply location that takes the second vehicle into consideration.

The server may identify, as the second vehicle, a vehicle that satisfies a second condition that the remaining battery charge is equal to or greater than the sum of the amount of power supplied to the first vehicle and the amount of power required to travel to the charging facility via the power supply location. With this configuration, the second vehicle can be appropriately identified.

The server may also identify as the second vehicle a vehicle that further satisfies a third condition that the battery's full charge capacity is greater than that of the first vehicle. With this configuration, it is possible to identify a second vehicle that is suitable for power supply.

The server may identify a vehicle that further satisfies the fourth condition of being equipped with a power generation device as the second vehicle. With this configuration, it is possible to identify a second vehicle that is suitable for power supply.

The server may identify as the second vehicle a vehicle that further satisfies a fifth condition that consent has been obtained from the user of the second vehicle. With this configuration, it is possible to take into consideration the user of the second vehicle.

According to another aspect of this disclosure, a charging management server manages charging of a plurality of vehicles that are equipped with a battery that stores power for driving and are configured to be able to exchange power between the vehicles. When the charging management server receives a charging request from a first vehicle among the plurality of vehicles, the charging management server identifies a second vehicle among the plurality of vehicles that satisfies a first condition that the second vehicle is on its way to a charging facility and a second condition that the battery has sufficient remaining power even if the second vehicle heads to the charging facility after supplying power to the first vehicle via the first vehicle, and executes processing to change the route of the identified second vehicle so that the second vehicle heads to the first vehicle.

With this configuration, it is possible to provide a charging management server that can take into consideration the second vehicle that supplies power.

According to yet another aspect of this disclosure, the charging management method is a charging management method by a server that manages charging of a plurality of vehicles that are equipped with a battery that stores power for driving and are configured to be able to exchange power between the vehicles. The charging management method includes, when the server receives a charging request from a first vehicle among the plurality of vehicles, a step of identifying a second vehicle among the plurality of vehicles that satisfies a first condition that the second vehicle is on its way to a charging facility and a second condition that the battery has a sufficient remaining charge even if the second vehicle heads to the charging facility after supplying power to the first vehicle via the first vehicle, and a step of executing a process by the server to change the route of the identified second vehicle so that the second vehicle heads to the first vehicle.

This configuration makes it possible to provide a charging management method that takes into consideration the second vehicle that supplies power.

This disclosure makes it possible to provide a charging management system, a charging management server, and a charging management method that can take into consideration the second vehicle that supplies power.

1 is a diagram illustrating a schematic configuration of a vehicle management system according to an embodiment of the present disclosure. 1 is a diagram showing a schematic configuration of a vehicle according to an embodiment of the present invention; 4 is a flowchart showing a process for managing charging between vehicles in this embodiment. FIG. 2 is a diagram for explaining a power supply location for a vehicle that has transmitted a charge request in this embodiment.

The following describes in detail the embodiments of the present disclosure with reference to the drawings. Note that the same or corresponding parts in the drawings are given the same reference numerals and their description will not be repeated.

[First embodiment]
FIG. 1 is a diagram illustrating a schematic configuration of a vehicle management system 100 according to an embodiment of the present disclosure. The vehicle management system 100 includes a server 1, vehicles 3 and 4, and a charging facility group 5. The server 1 manages the vehicles 3 and 4. The vehicles 3 and 4 are electric vehicles. The electric vehicles may be vehicles that use the power of a battery 30 as a power source, for example, electric vehicles (hereinafter also referred to as "Battery Electric Vehicles (BEVs)") or plug-in hybrid vehicles (hereinafter also referred to as "Plug-in Hybrid Electric Vehicles (PHEVs)"). The vehicle 4 is an ultra-compact mobility vehicle, and the vehicle 3 is a vehicle other than the ultra-compact mobility vehicle. The server 1 sets a target value for charging the battery 30 using the charging facility group 5, and provides a driving route to the vehicles 3 and 4. Although only one vehicle 3 and 4 is shown in FIG. 1, the vehicle management system 100 includes multiple vehicles.

The charging equipment group 5 includes multiple charging equipment 6 and multiple power transmission devices 70. The number of charging equipment 6 and power transmission devices 70 included in the charging equipment group 5 is arbitrary. The vehicles 3 and 4 are configured to be capable of both charging the battery 30 using direct current power supplied from the charging equipment 6 (hereinafter also referred to as "DC (Direct Current) charging") and charging the battery 30 using power transmitted contactlessly from the power transmission devices 70 (hereinafter also referred to as "contactless charging"). The configuration of the vehicles 3 and 4 will be described later with reference to FIG. 2.

The charging equipment 6 is a contact-type charging equipment that supplies DC power. The charging equipment 6 includes a charging cable 61 and a charging connector 62. When DC charging is performed, the charging connector 62 is connected to the inlet 43 of the vehicles 3 and 4.

The power transmission device 70 has a power transmission coil 71. The vehicles 3 and 4 include a power receiving device 45 having a power receiving coil 451. When the power receiving device 45 is located directly above the power transmission device 70, the power receiving coil 451 receives power from the power transmission coil 71 in a non-contact manner. In the first embodiment, a power transmission system is formed including at least one power transmission device 70. The power transmission system is provided under the ground of a driving lane in which the vehicles 3 and 4 can travel. Each of the power transmission devices 70 included in the power transmission system is arranged in a line in the driving lane, for example, along the traveling direction of the vehicles 3 and 4. The power transmission device 70 supplies power in a non-contact manner to the vehicles 3 and 4 traveling in the driving lane in which the power transmission device 70 is provided. In the following, the lane in which the power transmission system (power transmission device 70) is provided among the driving lanes is also referred to as a "non-contact charging lane".

The server 1 includes a control device 10, a storage device 12, and a communication device 14. The control device 10, the storage device 12, and the communication device 14 are connected by a bus 16.

The control device 10 is configured, for example, by an integrated circuit including a CPU (Central Processing Unit). The control device 10 is configured to execute a predetermined arithmetic process described in a program.

The storage device 12 includes primary storage devices such as ROM (Read Only Memory) and RAM (Random Access Memory), and secondary storage devices such as a hard disk drive. The ROM stores the programs executed by the control device 10. The RAM temporarily stores data generated by the execution of the programs in the control device 10 and data input via the communication device 14. The RAM also functions as a temporary data memory used as a working area. The secondary storage device also includes a database that stores vehicle information, which will be described later, and map information.

The map information includes information on nodes indicating intersections, dead ends, etc., links formed by connecting the nodes, and facilities (buildings, parking lots, etc.) along the links. The map information also includes information on the specifications (e.g., charging method, charging capacity), installation locations, etc. of each of the multiple charging facilities 6 and each of the multiple power transmission devices 70. Because new roads may be constructed, road shapes may be changed, charging facilities may be installed, or charging facilities may be replaced, the map information is updated periodically to the latest version by, for example, an administrator of the server 1.

The communication device 14 is configured to be capable of two-way communication with external devices via the communication network 9. The external devices include, for example, the communication devices 41 (FIG. 2) of the vehicles 3 and 4, each of the multiple charging equipment 6, and each of the multiple power transmission devices 70. The communication between the communication device 14 and the external devices is performed, for example, by wired communication and wireless communication.

The control device 10 collects location information (GPS information) and SOC (State Of Charge) information from the vehicles 3 and 4 via the communication device 14. These pieces of information are periodically transmitted from the vehicles 3 and 4 to the server 1. The control device 10 links the collected information (location information and SOC information) to a vehicle ID and stores it in the storage device 12 as "vehicle information." The vehicle ID information is information for uniquely identifying the vehicles 3 and 4, and may be, for example, a VIN (Vehicle Identification Number). The vehicle information further includes information regarding the make, year, model, specifications (including the specifications of the battery 30), and status (for example, the battery's deterioration state and full charge capacity) of the vehicles 3 and 4.

The control device 10 also acquires information on the required power together with information on the vehicle ID from the vehicles 3 and 4 via the communication device 14. The information on the required power is sent from the vehicles 3 and 4 to the server 1, for example, when the vehicles 3 and 4 request power supply from a non-contact charging lane. That is, the information on the required power indicates the power that the vehicles 3 and 4 want to obtain from the non-contact charging lane. The server 1 links the information on the vehicle ID and the information on the required power and transmits them to each of the multiple power transmission devices 70. As will be described later, the communication device 41 of the vehicles 3 and 4 is configured to be able to communicate with each of the multiple power transmission devices 70 in a short-range manner. When each of the multiple power transmission devices 70 receives information on the vehicle ID from the vehicles 3 and 4 via short-range communication, it is driven to supply power indicated by the information on the required power linked to the vehicle ID.

The control device 10 also works in conjunction with the navigation system 42 (Figure 2) of the vehicles 3 and 4 to search for a route (driving route) to a destination input to the navigation system 42 by the driver of the vehicle 3 or 4, and provides the search results (which may include multiple driving routes) to the navigation system 42.

Figure 2 is a diagram showing a schematic configuration of vehicles 3 and 4 according to this embodiment. With reference to Figures 1 and 2, vehicles 3 and 4 include a battery 30, a monitoring unit 31, a system main relay (hereinafter also referred to as "SMR (System Main Relay)") 35, a power control unit (hereinafter also referred to as "PCU (Power Control Unit)") 36, a motor generator 37, a transmission gear 38, drive wheels 39, an ECU (Electronic Control Unit) 40, a communication device 41, and a navigation system 42.

Battery 30 is installed as a driving power source (i.e., a power source) for vehicles 3 and 4. Battery 30 is an assembled battery including multiple cells. Each cell is, for example, a secondary battery such as a nickel-metal hydride battery or a lithium-ion battery. Each cell may be a battery having a liquid electrolyte between the positive and negative electrodes, or a battery having a solid electrolyte (an all-solid-state battery).

The monitoring unit 31 monitors the state of the battery 30. The monitoring unit 31 includes a voltage sensor 32, a current sensor 33, and a temperature sensor 34. The voltage sensor 32 detects the voltage (battery voltage) VB of the battery 30 and outputs a signal indicating the detection result to the ECU 40. The current sensor 33 detects the input/output current (battery current) IB of the battery 30 and outputs a signal indicating the detection result to the ECU 40. The temperature sensor 34 detects the temperature (battery temperature) TB of the battery 30 and outputs a signal indicating the detection result to the ECU 40.

The SMR 35 is electrically connected to power lines PL, NL that connect the PCU 36 and the battery 30. When the SMR 35 is in a closed state, power is supplied from the battery 30 to the PCU 36. When the SMR 35 is in an open state, power is not supplied from the battery 30 to the PCU 36. The SMR 35 switches between a closed state and an open state in accordance with a control signal from the ECU 40.

In response to a control signal from the ECU 40, the PCU 36 converts the DC power stored in the battery 30 into AC power and supplies it to the motor generator 37. The PCU 36 also converts the AC power generated by the motor generator 37 into DC power and supplies it to the battery 30. The PCU 36 is configured to include, for example, an inverter and a converter that boosts the DC voltage supplied to the inverter to a voltage equal to or higher than the output voltage of the battery 30.

The motor generator 37 is, for example, a three-phase AC synchronous motor with a permanent magnet embedded in the rotor. The motor generator 37 is driven by the PCU 36 to generate a rotational driving force. The driving force generated by the motor generator 37 is transmitted to the drive wheels 39 via a transmission gear 38.

The communication device 41 is configured to be capable of two-way communication with the communication device 14 of the server 1. The communication between the communication device 41 and the communication device 14 is performed, for example, by wireless communication. The communication device 41 is also configured to be capable of two-way communication with each of the multiple power transmission devices 70. The communication between the communication device 41 and each of the multiple power transmission devices 70 is performed, for example, by short-range communication.

The ECU 40 is composed of a CPU, memory (ROM and RAM), and input/output ports through which various signals are input and output (all not shown). The ECU 40 inputs signals from various sensors and outputs control signals to various devices, and also controls the various devices. Note that these controls are not limited to software processing, and can also be constructed and processed using dedicated hardware (electronic circuits).

The ECU 40 is configured to be able to calculate the SOC (State Of Charge) of the battery 30. Various known methods can be used to calculate the SOC, such as a method based on current integration (Coulomb counting) or a method based on open circuit voltage (OCV) estimation.

The ECU 40 transmits its own position information and SOC information to the server 1 via the communication device 41 at each predetermined control period. The position information transmitted to the server 1 is used by the server 1 to identify the positions of the vehicles 3 and 4. The SOC information is used by the server 1 in the process of determining a recommended route. In addition, when requesting power supply from a non-contact charging lane, the ECU 40 transmits vehicle ID information and requested power information to the server 1 via the communication device 41.

The ECU 40 also transmits vehicle ID information to the power transmission device 70 by short-range communication via the communication device 41. The power transmission device 70 receives the vehicle ID information by short-range communication and detects that the vehicles 3 and 4 are passing directly above it.

The navigation system 42 provides guidance on the driving route of the vehicles 3 and 4. The navigation system 42 includes a CPU 421, a memory 422, a GPS (Global Positioning System) receiver 423, and a display 424 with a touch panel.

The memory 422 contains a map information DB (DataBase). The CPU 421 receives the latest map information from the server 1 and stores it in the map information DB. For example, the server 1 transmits new map information to the vehicles 3 and 4 (navigation system 42) every time the map information is updated.

The GPS receiver 423 identifies the positions of the vehicles 3 and 4 based on radio waves from an artificial satellite (not shown). The CPU 421 outputs the position information (GPS information) of the vehicles 3 and 4 identified by the GPS receiver 423 to the ECU 40 at each predetermined control period.

The display 424 displays various information and accepts various operations by the user via the touch panel. More specifically, the display 424 displays the current locations of the vehicles 3 and 4, the locations of the charging equipment 6 and the non-contact charging lanes, superimposed on a road map of the area around the vehicles 3 and 4. The display 424 also accepts various operations such as inputting a destination and selecting a presented (displayed) search result (driving route).

When a destination is input by operating the display 424, the CPU 421 outputs information indicating the destination to the ECU 40. The ECU 40 transmits the information indicating the destination to the server 1. At this time, the ECU 40 may transmit the information indicating the destination and the position information of the vehicles 3 and 4 to the server 1. As described above, the server 1 searches for a driving route and returns the search result to the vehicles 3 and 4. The CPU 421 displays the search result (which may include multiple driving routes) on the display 424 and allows the driver to select one driving route from the search result. The CPU 421 may have a function of searching for and presenting a driving route based on map information stored in the map information DB, position information of the vehicles 3 and 4, and traffic information acquired from a traffic information receiving device (not shown).

Vehicles 3 and 4 further include an inlet 43 and a charging relay 44 as a configuration for DC charging.

The inlet 43 is configured to be connectable to a charging connector 62 provided at the end of a charging cable 61 of the charging equipment 6. When performing DC charging, the charging connector 62 is connected to the inlet 43. When the charging connector 62 is inserted into the inlet 43, the inlet 43 and the charging equipment 6 are electrically connected, enabling power transmission (contact charging) from the charging equipment 6 to the vehicles 3 and 4.

The charging relay 44 is a relay for electrically connecting and disconnecting the inlet 43 and the battery 30. The charging relay 44 is electrically connected between the inlet 43 and the battery 30. The charging relay 44 switches between a closed state and an open state according to a control signal from the ECU 40.

Vehicles 3 and 4 further include a power receiving device 45, a charging relay 46, and a DC/DC converter 47 as components for non-contact charging.

The DC/DC converter 47 is electrically connected between the power receiving device 45 and the power lines PL and NL. The DC/DC converter 47 converts the voltage of the DC power received from the power receiving device 45 into a voltage for charging the battery 30 in accordance with a control signal from the ECU 40.

The charging relay 46 is a relay for electrically connecting/disconnecting the power receiving device 45 and the DC/DC converter 47. The charging relay 46 is electrically connected between the power receiving device 45 and the DC/DC converter 47. The charging relay 46 switches between a closed state and an open state according to a control signal from the ECU 40.

The power receiving device 45 is disposed, for example, on the underside of a floor panel of the vehicle 3, 4. The power receiving device 45 includes a power receiving coil 451. The power receiving coil 451 receives the power transmitted from the power transmitting device 70 in a non-contact manner. The power receiving device 45 rectifies the power transmitted from the power transmitting device 70 and outputs it to the charging relay 46.

The power transmission device 70 receives power from an AC power source 8. The AC power source 8 is, for example, a commercial power grid. The power transmission device 70 includes a power transmission coil 71 (FIG. 1).

When the power transmission device 70 receives vehicle ID information from the vehicles 3 and 4 through short-range communication, it receives AC power from the AC power source 8 and forms an electromagnetic field around the power transmission coil 71. For example, the power transmission device 70 continues to operate until a predetermined time has elapsed since receiving vehicle ID information from the vehicles 3 and 4 through short-range communication. When the vehicles 3 and 4 pass directly above the power transmission device 70, power is transmitted contactlessly to the power receiving coil 451 of the power receiving device 45 of the vehicles 3 and 4. The power transmission device 70 may be configured to switch between operation and non-operation according to a control signal from the server 1. In this case, for example, the server 1 may identify the power transmission device 70 through which the vehicles 3 and 4 pass based on the position information of the vehicles 3 and 4, and output a control signal (operation command) to instruct the power transmission device 70 to operate. In addition, the server 1 may output a control signal (non-operation command) to instruct the power transmission device 70 to not operate after the vehicles 3 and 4 pass the power transmission device 70. Alternatively, when the server 1 detects the intrusion of the vehicles 3 and 4 into a non-contact charging lane that includes multiple power transmission devices 70, the server 1 may collectively operate the multiple power transmission devices 70 included in the non-contact charging lane until the vehicles 3 and 4 pass through the non-contact charging lane.

In the above-mentioned configuration, when a vehicle 3, 4 supplies power to another vehicle 3, 4, the vehicle 3, 4 on the power supply side simply heads unilaterally to a location designated for supplying power to the vehicle on the power receiving side, regardless of the travel plan of the vehicle 3, 4 on the power supply side. For this reason, if the vehicle 3, 4 on the power supply side has a travel plan, it is harsh on the vehicle 3, 4 on the power supply side.

The vehicle management system 100 that manages the charging of the vehicles 3, 4 includes a plurality of vehicles 3, 4 that are equipped with a battery 30 that stores power for driving and are configured to be able to exchange power between the vehicles, and a server 1 that manages the charging of the plurality of vehicles 3, 4. When the server 1 receives a charging request from a first vehicle 3, 4 among the plurality of vehicles 3, 4, the server 1 identifies a second vehicle 3, 4 among the plurality of vehicles 3, 4 that satisfies a first condition that the second vehicle 3, 4 is on its way to a charging facility such as a charging station, and a second condition that the battery 30 has a sufficient remaining charge even if the second vehicle 3, 4 heads to the charging facility after supplying power to the first vehicle 3, 4 via the first vehicle 3, 4, and executes a process to change the route of the identified second vehicle 3, 4 so that the second vehicle 3, 4 heads to the first vehicle 3, 4.

This allows the second vehicle 3, 4, which is on its way to a charging facility and has a sufficient remaining charge in the battery 30 even if it heads to the charging facility after supplying power to the first vehicle 3, 4 via the first vehicle 3, 4, to head toward the first vehicle 3, 4. As a result, it is possible to provide a vehicle management system 100 that can take into consideration the second vehicle 3, 4 that is supplying power.

Figure 3 is a flowchart showing the flow of processing for managing charging between the vehicles 3 and 4 in this embodiment. Of the processing in Figure 3, the server-side processing program is stored in the storage device 12 of the server 1 and is executed by the control device 10 of the server 1 at predetermined cycles when called from the higher-level processing, and the vehicle-side first processing program and the vehicle-side second processing program are stored in the memory of the ECU 40 of each vehicle 3 and 4 and are executed by the ECU 40 of each vehicle 3 and 4 at predetermined control cycles when called from the higher-level processing.

Referring to FIG. 3, in the first vehicle-side process, the ECU 40 of the vehicle 3, 4 determines whether the SOC of the battery 30 is equal to or lower than a predetermined value that is a criterion for notifying the user that the SOC is low (step S311). If it is determined that the SOC is equal to or lower than the predetermined value (YES in step S312), it determines whether a request to transmit a charge to the other vehicle 3, 4 has been received from the user via the touch panel of the display 424 of the navigation system 42 (step S312).

If it is determined that a request to transmit a charging request has been accepted (YES in step S312), the ECU 40 controls the communication device 41 to transmit the charging request to the server 1 (step S313).

If it is determined that the SOC is not equal to or less than the predetermined value (NO in step S312), or if it is determined that the request to send a charge has not been accepted (NO in step S312), the ECU 40 advances the process to step S314.

In the server-side processing, the control device 10 of the server 1 determines whether a charging request has been received from any of the multiple vehicles 3, 4 (step S111). If it is determined that a charging request has been received (YES in step S111), the control device 10 searches for vehicles 3, 4 that satisfy predetermined conditions from among the vehicles 3, 4 stored in the storage device 12 (step S112).

The predetermined conditions include (1) that the vehicle is on the way to a charging facility such as a charging station, (2) that the battery 30 has a sufficient remaining capacity, (3) that the battery 30 has a larger capacity than the vehicle 3, 4 that has requested charging, and (4) that the vehicle is equipped with a power generation device (for example, an engine + motor generator, a fuel cell, or a solar power generation device).
Conditions (1) and (2) are essential conditions, while conditions (3) and (4) may be optional conditions.

Next, for each vehicle 3, 4 found in step S112, the control device 10 creates options for power supply locations for the vehicle 3, 4 that has sent the charging request (step S113).

Figure 4 is a diagram for explaining the power supply location for vehicles 3 and 4 that have transmitted a charging request in this embodiment. With reference to Figure 4, the route in the driving plan from the current location of vehicle A, which is the vehicle 3 and 4 that transmitted the charging request, to the destination is route RA0. In addition, the other vehicles 3 and 4 heading toward a charging facility such as a charging station are vehicle B and vehicle C. The route in the driving plan from the current location of vehicle B to the charging station is route RB0, and the route in the driving plan from the current location of vehicle C to the charging station is route RC0.

When vehicle A receives power supply from vehicle B along the original route RA0, the control device 10 of the server 1 calculates point P13, which vehicle A and vehicle B can reach in about the same amount of time, as one of the options for the power supply location. In this case, the route of vehicle B is changed to a route that passes through route RB32 toward point P13 and route RB31 that returns from point P13 to the original route RB0.

In addition, when vehicle A receives power supply from vehicle B along the original route of vehicle B, the control device 10 calculates point P12, which vehicle A and vehicle B can reach in about the same amount of time, as one of the options for the power supply location. In this case, the route of vehicle A is changed to a route that passes through route RA11 toward point P12 and route RA12 that returns from point P12 to the original route RA0.

Furthermore, when both vehicles A and B deviate from their original routes and vehicle A receives power, the control device 10 calculates point P11, which vehicles A and B can reach in about the same amount of time, as one of the options for the power supply location. In this case, the route of vehicle A is changed to a route that passes through route RA111 toward point P11 and route RA112 that returns from point P11 to the original route RA0. The route of vehicle B is changed to a route that passes through route RB12 toward point P11 and route RB11 that returns from point P11 to the original route RB0.

Similarly, when vehicle A receives power supply from vehicle C on the original route RA0, the control device 10 calculates point P23, which vehicle A and vehicle C can reach in about the same amount of time, as one of the options for the power supply location. In this case, the route of vehicle B is changed to a route that passes through route RC32 toward point P23 and route RC31 that returns from point P23 to the original route RC0.

In addition, when vehicle A receives power supply from vehicle C midway along the original route of vehicle C, the control device 10 calculates point P22, which vehicle A and vehicle C can reach in about the same amount of time, as one of the options for the power supply location. In this case, the route of vehicle A is changed to a route that passes through route RA21 toward point P22 and route RA22 that returns from point P22 to the original route RA0.

Furthermore, when both vehicles A and C deviate from their original routes and vehicle A receives power, the control device 10 calculates point P21, which vehicles A and C can reach in about the same amount of time, as one of the options for the power supply location. In this case, the route of vehicle A is changed to a route that passes through route RA211 toward point P21 and route RA212 that returns from point P21 to the original route RA0. The route of vehicle C is changed to a route that passes through route RC12 toward point P21 and route RC11 that returns from point P21 to the original route RC0.

In this way, points P11 to P13 are created as power supply location options for vehicle B, and points P21 to P23 are created as power supply location options for vehicle C.

The condition (2) of the predetermined condition in step S112 may be that the sum of the amount of power required to travel to the charging facility via the selected power supply location and the amount of power supplied to the receiving vehicle A is less than the remaining charge of the battery 30.

Returning to FIG. 3, the control device 10 controls the communication device 14 to transmit information requesting power supply, including the power supply location options created in step S113, to one or more vehicles 3 and 4 found in step S112 (step S114). After that, the control device 10 advances the process to be executed to step S121.

If it is determined that a charging request has not been received (NO in step S111), the control device 10 advances the process to step S121.

In the second vehicle-side process, the ECU 40 of the vehicles 3 and 4 determines whether or not it has received information requesting power supply from the server 1 (step S321). If it determines that a power supply request has been received (YES in step S321), the ECU 40 controls the navigation system 42 to display on the display 424 of the navigation system 42 a selection screen including options for accepting or rejecting the power supply request and options for the power supply location (step S322).

If it is determined that a power supply request has not been received (NO in step S321), or after step S322, the ECU 40 determines whether the user has selected any option on the selection screen displayed on the display 424 (step S323). If it is determined that a selection has been made (YES in step S323), the ECU 40 controls the communication device 41 to transmit to the server 1 a selection result including information indicating whether to accept or reject the power supply request and information indicating the selected power supply location (step S324).

Next, the ECU 40 controls the navigation system 42 to set the selected power supply location as a stopover location (step S325). If it is determined that the location has not been selected (NO in step S323), or after step S325, the ECU 40 returns the process to be executed to the higher-level process that called the second vehicle-side process.

In the server-side processing, the control device 10 of the server 1 judges whether or not a selection result including information to the effect that the power supply request is accepted has been received (step S121). If it is judged that a selection result including the acceptance of the power supply request has been received (YES in step S121), the control device 10 controls the communication device 14 to transmit dispatch information including the power supply location selected by the vehicle 3, 4 that has accepted the request (e.g., the power supply location is the closest, the SOC of the battery 30 is the most generous) to the vehicle 3, 4 that requested the power supply (step S122).

The control device 10 also transmits information to the vehicles 3 and 4 other than the vehicles 3 and 4 in the optimal conditions, including information that there is no need to head to the power supply location. The ECU 40 of the vehicles 3 and 4 that receive this information controls the navigation system 42 to cancel the power supply location set as the route point.

Next, the control device 10 stores in the storage device 12 an incentive to be given to the vehicle 3 or 4 heading for power supply (for example, waiving the power supply fee at the power supply facility to which the vehicle is heading or other power supply fees) in association with the ID of the vehicle 3 or 4 (step S123).

If it is determined that a selection result including acceptance of the power supply request has not been received (NO in step S121), or after step S123, the control device 10 returns the process to be executed to the higher-level process that called this server-side process.

When the power supplying vehicles 3, 4 and the power receiving vehicles 3, 4 arrive at the power supply location, the inlets 43 of both vehicles 3, 4 are connected with a charging cable, allowing the power supplying vehicles 3, 4 to supply power to the power receiving vehicles 3, 4.

[Modification]
(1) In the above-described embodiment, the vehicles 3 and 4 are BEVs or PHEVs having the inlet 43. However, this is not limited thereto, and the vehicles 3 and 4 may be FCEVs (Fuel Cell Electric Vehicles) having the inlet 43.

(2) In the embodiment described above, the vehicles 3, 4 that supply power and the vehicles 3, 4 that receive power are supplied with power by connecting the inlets 43 of both the vehicles 3, 4 with a charging cable. However, this is not limited to this, and the power receiving device 45 may be configured to be capable of transmitting and receiving power, and may be configured to enable contactless transmission and reception of power between the two vehicles 3, 4.

(3) In the above-described embodiment, as explained in step S113, the condition (2) of the predetermined condition in step S112 may be that the sum of the amount of power required to travel to the charging facility via the power supply location of the option and the amount of power supplied to the receiving vehicle A is less than the remaining charge of the battery 30. Without being limited thereto, the condition (2) of the predetermined condition in step S112 may be that the sum of the amount of power required to travel to the charging facility via the power supply location of the option and the amount of power supplied to the receiving vehicle A, plus a surplus amount of power, is less than the remaining charge of the battery 30.

(4) The above-described embodiment can be understood as a disclosure of a charging management system such as the vehicle management system 100, or as a disclosure of the vehicles 3, 4 or server 1 included in the vehicle management system 100, or as a disclosure of a charging management method, a charging management program, or a medium carrying a charging management program in these systems or devices.

[summary]
(1) As shown in Fig. 1, the vehicle management system 100 includes a plurality of vehicles 3, 4 each equipped with a battery 30 for storing power for driving and configured to be able to exchange power between the vehicles, and a server 1 for managing the charging of the plurality of vehicles 3, 4. As shown in Fig. 3, when the server 1 receives a charging request from a first vehicle 3, 4 among the plurality of vehicles 3, 4, the server 1 identifies a second vehicle 3, 4 among the plurality of vehicles 3, 4 that satisfies a first condition that the second vehicle 3, 4 is on its way to a charging facility and a second condition that the battery 30 has a sufficient remaining capacity even if the second vehicle 3, 4 heads to the charging facility after supplying power to the first vehicle 3, 4 via the first vehicle 3, 4 (for example, step S112), and executes a process for changing the route of the identified second vehicle 3, 4 so that the second vehicle 3, 4 heads to the first vehicle 3, 4 (for example, steps S113, S114, S321 to S325, S121, S122, S314, and S315).

This allows the second vehicle 3, 4, which is on its way to the charging facility and has a sufficient remaining charge in the battery 30 even if it heads to the charging facility after supplying power to the first vehicle 3, 4 via the first vehicle 3, 4, to head toward the first vehicle 3, 4. As a result, consideration can be given to the second vehicle 3, 4 that supplies power.

(2) As shown in FIG. 3, the server 1 identifies a power supply location from the second vehicles 3, 4 to the first vehicles 3, 4 (e.g., step S113), and executes a process for changing the route of the identified second vehicles 3, 4 so that the second vehicles 3, 4 head toward the identified power supply location (e.g., steps S114, S321 to S325, S121, S122, S314, and S315). This makes it possible to identify a power supply location that takes into consideration the second vehicles 3, 4.

(3) As shown in FIG. 3, the server 1 identifies the vehicles 3, 4 that satisfy the second condition that the remaining amount of the battery 30 is equal to or greater than the sum of the amount of power supplied to the first vehicles 3, 4 and the amount of power required to travel to the charging facility via the power supply location as the second vehicles 3, 4 (for example, steps S112 and S113). This allows the second vehicles 3, 4 to be appropriately identified.

(4) As shown in FIG. 3, the server 1 identifies the vehicles 3, 4 that further satisfy the third condition that the full charge capacity of the battery 30 is greater than that of the first vehicles 3, 4 as the second vehicles 3, 4 (for example, step S112). This makes it possible to identify the second vehicles 3, 4 that are suitable for power supply.

(5) As shown in FIG. 3, the server 1 identifies the vehicles 3, 4 that further satisfy the fourth condition of being equipped with a power generation device as the second vehicles 3, 4 (for example, step S112). This makes it possible to identify the second vehicles 3, 4 that are suitable for power supply.

(6) As shown in FIG. 3, the server 1 identifies the vehicles that further satisfy the fifth condition that consent has been obtained from the users of the second vehicles 3 and 4 as the second vehicles 3 and 4 (for example, steps S321 to S324, step S121). This allows consideration to be given to the users of the second vehicles 3 and 4.

The embodiments disclosed herein are also intended to be combined as appropriate. The embodiments disclosed herein should be considered to be illustrative in all respects and not restrictive. The scope of the present disclosure is indicated by the claims rather than the description of the embodiments above, and is intended to include all modifications within the meaning and scope of the claims.

1 Server, 3, 4 Vehicle, 5 Charging equipment group, 6 Charging equipment, 8 AC power source, 9 Communication network, 10 Control device, 12 Storage device, 14, 41 Communication device, 16 Bus, 30 Battery, 31 Monitoring unit, 32 Voltage sensor, 33 Current sensor, 34 Temperature sensor, 35 SMR, 36 PCU, 37 Motor generator, 38 Transmission gear, 39 Drive wheel, 40 ECU, 42 Navigation system, 43 Inlet, 44, 46 Charging relay, 45 Power receiving device, 47 DC/DC converter, 61 Charging cable, 62 Charging connector, 70 Power transmitting device, 71 Power transmitting coil, 100 Vehicle management system, 421 CPU, 422 Memory, 423 GPS receiver, 424 Display, 451 Power receiving coil.

Claims (8)

A charging management system including a plurality of vehicles each having a battery for storing electric power for driving and configured to be able to exchange electric power between the vehicles, and a server for managing charging of the plurality of vehicles,
The server,
When a charging request is received from a first vehicle among the plurality of vehicles that is on its way to a destination , a second vehicle among the plurality of vehicles is identified that satisfies a first condition that the second vehicle is on its way to a charging station that has a charging facility different from the destination, and a second condition that the battery has a sufficient remaining charge even if the second vehicle heads to the charging facility after supplying power to the first vehicle via the first vehicle,
a charging management system that executes a process for changing the identified route of the second vehicle so as to head toward the first vehicle; The server,
Identifying a power supply location from the second vehicle to the first vehicle, the location being a location on a route from the first vehicle to the destination and a location on a route from the second vehicle to the charging station ;
The charging management system according to claim 1 , wherein the process for changing the identified route of the second vehicle is performed to change the route of the second vehicle to head toward the identified power supply location. The server,
3. The charging management system according to claim 2, wherein the vehicle that satisfies the second condition that the remaining amount of the battery is equal to or greater than the sum of the amount of power supplied to the first vehicle and the amount of power required to travel to the charging facility via the power supply location is identified as the second vehicle. The charging management system according to any one of claims 1 to 3, wherein the server identifies as the second vehicle a vehicle that further satisfies a third condition that the full charge capacity of the battery is greater than that of the first vehicle. The charging management system according to any one of claims 1 to 4, wherein the server identifies a vehicle that further satisfies a fourth condition that the vehicle is equipped with a power generation device as the second vehicle. The charging management system according to any one of claims 1 to 5, wherein the server identifies as the second vehicle a vehicle that further satisfies a fifth condition that consent has been obtained from the user of the second vehicle. A charging management server that manages charging of a plurality of vehicles that are each configured to be able to exchange power between the vehicles and that includes a battery that stores power for driving,
The charging management server,
When a charging request is received from a first vehicle among the plurality of vehicles that is on its way to a destination , a second vehicle among the plurality of vehicles is identified that satisfies a first condition that the second vehicle is on its way to a charging station that has a charging facility different from the destination, and a second condition that the battery has a sufficient remaining charge even if the second vehicle heads to the charging facility after supplying power to the first vehicle via the first vehicle,
A charge management server that executes a process for changing the identified route of the second vehicle so that the second vehicle heads toward the first vehicle. A charging management method by a server that manages charging of a plurality of vehicles that are each configured to be able to exchange power between the vehicles and that includes a battery that stores power for driving, the method comprising:
a step of, when the server receives a charging request from a first vehicle among the plurality of vehicles that is on its way to a destination , identifying a second vehicle among the plurality of vehicles that satisfies a first condition that the second vehicle is on its way to a charging station that has a charging facility different from the destination , and a second condition that the battery has a sufficient remaining charge even if the second vehicle heads to the charging facility after supplying power to the first vehicle via the first vehicle;
and a step in which the server executes a process for changing the identified route of the second vehicle so that the second vehicle heads toward the first vehicle.

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