CHARGING SYSTEM AND CHARGING STATION

Provided is a charging system (1) including: one or a plurality of charging stations (10); and a host unit (16) configured to hold communication to and from the charging stations (10), wherein each of the charging stations (10) includes: a plurality of chargers (30) configured to charge batteries (20) mounted to vehicles (12); and a charging control module (42) configured to control charging by the chargers (30) in accordance with a charging schedule, wherein the host unit (16) includes a schedule management module (70) configured to create the charging schedule, and wherein the schedule management module (70) is configured to create the charging schedule in which at least part of a future electric power charge amount planned to be allocated to some of the vehicles (12) that are presently being charged is cut down to be allocated to charging for one of the vehicles (12) that requests early start of charging.

BACKGROUND ART

Technical Field

The present disclosure relates to a charging system and a charging station which are capable of charging a battery of a vehicle.

For example, in Patent Literature 1, there is disclosed a method in which a lack of registration of a predetermined charging act in a charging schedule is notified to an in-vehicle device by an EV management center.

CITATION LIST

Patent Literature

SUMMARY

Technical Problem

Charging at a charging station is generally started in order from vehicles that request charging. Consequently, depending on timing at which charging is newly requested, charging starts late and may not be finished within a time desired by a driver.

An object of the present disclosure is to provide a charging system and a charging station which are capable of finishing charging early.

Solution to Problem

In order to solve the above-mentioned problem, according to one aspect of the present disclosure, there is provided a charging system including: one or a plurality of charging stations; and a host unit configured to hold communication to and from the one or the plurality of charging stations, wherein each of the one or the plurality of charging stations includes: a plurality of chargers configured to charge batteries mounted to vehicles; and a charging control module configured to control charging by the plurality of chargers in accordance with a charging schedule, wherein the host unit includes a schedule management module configured to create the charging schedule, and wherein the schedule management module is configured to create the charging schedule in which at least part of a future electric power charge amount planned to be allocated to some of the vehicles that are presently being charged is cut down to be allocated to charging for one of the vehicles that requests early start of charging.

Further, the schedule management module may be configured to: demand the one of the vehicles that requests early start of charging to pay a price required to benefit from the early start of charging; and present the some of the vehicles for which the future electric power charge amount is cut down with a compensation for inconveniences caused by the cutting down of the electric power charge amount.

In order to solve the above-mentioned problem, according to another aspect of the present disclosure, there is provided a charging station including: a plurality of chargers configured to charge batteries mounted to vehicles; a charging control module configured to control charging by the plurality of chargers in accordance with a charging schedule; and a schedule management module configured to create the charging schedule, wherein the schedule management module is configured to create the charging schedule in which at least part of a future electric power charge amount planned to be allocated to some of the vehicles that are presently being charged is cut down to be allocated to charging for one of the vehicles that requests early start of charging.

Effects of Disclosure

According to the present disclosure, it is possible to finish charging early.

DESCRIPTION OF EMBODIMENTS

Now, with reference to the attached drawings, embodiments of the present disclosure are described in detail. The dimensions, materials, and other specific numerical values represented in the embodiments are merely examples used for facilitating the understanding of the disclosure, and do not limit the present disclosure otherwise particularly noted. Elements having substantially the same functions and configurations herein and in the drawings are denoted by the same reference symbols to omit redundant description thereof. Further, illustration of elements with no direct relationship to the present disclosure is omitted.

First Embodiment

FIG.1is a schematic diagram for illustrating a configuration of a charging system1according to a first embodiment of the present disclosure. The charging system1includes a charging station10, vehicles12, terminal devices14, and a host unit16. InFIG.1, for convenience of description, one charging station is illustrated as an example. The number of charging stations is not limited to one, and may be two or more.

The vehicles12are electric vehicles, hybrid vehicles, or the like mounted with batteries20which supply electric power to a drive source. The vehicles12that are electric vehicles, hybrid vehicles, or the like may be hereinafter sometimes referred to as “EVs”. InFIG.1, three vehicles12are illustrated as an example. However, the number of the vehicles12is not limited to three, and is only required to be more than one. Accordingly, there may be two vehicles12or four or more vehicles12.

A plurality of chargers30are installed at the charging station10. InFIG.1, three chargers30are illustrated as an example. However, the number of the chargers30is not limited to three, and is only required to be more than one. Accordingly, there may be two chargers30or four or more chargers30. The chargers30are connected to, for example, an electric power system (not shown). The chargers30are capable of converting electric power of the electric power system and supply the converted power to the batteries20of the vehicles12. That is, the charging station10is a so-called EV power station, and is capable of charging the batteries20of the vehicles12. The following description may use “charging of the vehicles12” as a shortened expression of “charging of” the batteries20of the vehicles12.

The charging station10includes, in addition to the chargers30, a communication unit32, a storage unit34, a user interface36, and a station control unit38. InFIG.1, the user interface36is abbreviated as “UI.”

The communication unit32is connected to a communication network40by wired connection or wireless connection. The communication unit32is capable of establishing communication to and from the host unit16and communication to and from the terminal devices14through the communication network40. The storage unit34is configured from, for example, a non-volatile storage device. The storage unit34stores, for example, various types of information used in the charging station10. The user interface36has an input function in the form of, for example, a touch panel. The input function receives input operation of users (for example, drivers of the vehicles12). The user interface36also has an output function in the form of, for example, a display. The output function presents various types of information to the users.

The station control unit38is formed of a semiconductor integrated circuit including a central processing unit (CPU), a ROM in which a program and the like are stored, a RAM being a work area, and the like. The station control unit38functions as a charging control module42by executing a program.

As described later, a charging schedule is created in the charging system1. In the charging schedule, various types of information about charging of the vehicles12by the chargers30are defined. Examples of the various types of information about charging include a charging start time (a scheduled charging start time), a charging end time (a scheduled charging end time), a charging duration, an electric power charge amount, vehicle identifiers for identifying the vehicles12, and utilization states of the chargers30or reservation states of the chargers30.

The charging control module42controls charging of the batteries20by the chargers30in accordance with the created charging schedule. For example, when the current time reaches a predetermined charging start time of one of the vehicles12, the charging control module42causes one of the chargers30to start supply of electric power to the one of the vehicles12. When the current time reaches a predetermined charging end time of one of the vehicles12, the charging control module42causes the relevant charger out of the chargers30to end supply of electric power to the one of the vehicles12. The charging control module42is described later in detail.

The terminal devices14are portable communication devices, for example, smartphones or tablet computers. InFIG.1, three terminal devices14are illustrated as an example. However, the number of the terminal devices14is not limited to three, and is only required to be more than one. Accordingly, there may be two terminal devices14or four or more terminal devices14. For example, the number of the terminal devices14is the same as the number of the vehicles12. Specifically, the terminal devices14are carried around by drivers of the vehicles12. That is, each of the terminal devices14individually corresponds to one of the vehicles12.

Each of the terminal devices14includes a communication unit50, a storage unit52, a user interface54, and a terminal control unit56. InFIG.1, the user interface54is abbreviated as “UI.”

The communication unit50is connected to the communication network40by wired connection or wireless connection. The communication unit50is capable of establishing communication to and from the host unit16and communication to and from the charging station10through the communication network40. Each of the terminal devices14may be capable of holding communication to and from one of the vehicles12that corresponds to the terminal device14(one of the vehicles12that is driven by a driver who carries the terminal device14around).

The storage unit52is configured from, for example, a non-volatile storage device. The storage unit52stores, for example, various types of information used in the terminal device14. The user interface54has an input function in the form of, for example, a touch panel. The input function receives input operation of users (for example, drivers of the vehicles12). The user interface54also has an output function in the form of, for example, a display. The output function presents various types of information to the users.

The terminal control unit56is formed of a semiconductor integrated circuit including a central processing unit (CPU), a ROM in which a program and the like are stored, a RAM being a work area, and the like. The terminal control unit56performs overall control of its own terminal device out of the terminal devices14by executing a program.

The host unit16is installed by, for example, a business organization that provides a management service, an information processing service, or a similar service regarding the charging station10. The host unit16includes a communication unit60, a storage unit62, and a host control unit64.

The communication unit60is connected to the communication network40by wired connection or wireless connection. The communication unit60is capable of establishing communication to and from the charging station10and communication to and from the terminal devices14through the communication network40. The storage unit62is configured from, for example, a non-volatile storage device. The storage unit62stores, for example, various types of information used in the host unit16.

The host control unit64is formed of a semiconductor integrated circuit including a central processing unit (CPU), a ROM in which a program and the like are stored, a RAM being a work area, and the like. The host control unit64functions as a schedule management module70by executing a program.

The schedule management module70creates a charging schedule using the chargers30at the charging station10. The schedule management module70updates the charging schedule each time a request for charging (reservation of charging) is newly received from one of the terminal devices14(in other words, the vehicles12). The schedule management module70transmits the created charging schedule to the charging station10. The charging control module42of the charging station10executes charging of the vehicles12by the chargers30based on the received charging schedule. The schedule management module70is described later in detail.

FIG.2is a group of graphs for showing an outline of operation of the schedule management module70. InFIG.2, an example in which there are three vehicles12referred to as “first vehicle,” “second vehicle,” and “third vehicle” is shown. InFIG.2, a time T10is the current time. The first vehicle and the second vehicle are presently being charged at the charging station10. InFIG.2, a black triangle80indicates a charging start time. An outlined white triangle82indicates a scheduled charging end time. For example, a time T11is a scheduled charging end time of the first vehicle, and a time T12is a charging end time of the second vehicle. A hatched quadrangle84indicates an electric power charge amount that has been charged. An outlined white quadrangle86indicates a remaining (uncharged) electric power charge amount to be charged in a period from the current time to the scheduled charging end time. In this state, the third vehicle newly requests charging. InFIG.2, a hatched triangle88indicates a scheduled charging start time.

For example, when immediate start of charging of the third vehicle may cause power consumption in the charging station10to exceed a contract amount of electric power, the schedule management module70creates a charging schedule so that the power consumption in the charging station10is less than the contract amount of electric power. This sets the scheduled charging start time of the third vehicle to a time beyond the current time, for example, a time T13. Then, the scheduled charging end time of the third vehicle is, for example, a time T14.

However, the driver of the third vehicle may want to finish charging earlier than the time T14even when it means an extra charging cost.

In view of this, in this case, the one of the vehicles12that is to be newly charged (the third vehicle) issues a request for early execution of charging (hereinafter may be referred to as “early charging”) to the host unit16. When there is a request for early charging from the one of the vehicles12that is to be newly charged, the schedule management module70moves the scheduled charging start time of the one of the vehicles12ahead of the initial scheduled charging start time. For example, as indicated by a broken line quadrangle90ofFIG.2, the scheduled charging start time of the third vehicle is moved up from the time T13to the time T10(the current time). This allows the scheduled charging end time of the third vehicle to be moved up from the time T14to a time T15.

However, simple moving up of the scheduled charging start time of the third vehicle may not be enough to prevent power consumption in the charging station10from exceeding the contract amount of electric power.

The schedule management module70accordingly accomplishes early charging in the third vehicle by allocating part of or all of a future electric power charge amount planned to be allocated to the first vehicle and the second vehicle which are presently being charged to the third vehicle.

FIG.3is a group of graphs for showing an example of how early charging is accomplished. InFIG.3, at the current time (the time T10), the first vehicle and the second vehicle are being charged, and the third vehicle has newly requested early charging.

For example, a planned state of charge (SOC) that is an SOC of each of the batteries20at the end of charging is set in advance, prior to the start of charging. For example, in a case of full charging, the planned SOC is set to 100%.

It is assumed here that the drivers of the first vehicle and the second vehicle have consented to a possible decrease of the SOC at the end of charging from the planned SOC set before the start of charging. An index for whether a decrease of the SOC at the end of charging from the planned SOC is tolerable may be hereinafter referred to as “SOC reduction permission.” That is, the schedule management module70has acquired confirmation on approval of the SOC reduction permission from the drivers of the first vehicle and the second vehicle.

It is also assumed that the drivers of the first vehicle and the second vehicle have clearly specified what degree of decrease of the SOC at the end of charging is acceptable. An index for the tolerable degree of decrease of the SOC at the end of charging may be hereinafter referred to as “tolerable SOC reduction.” That is, the schedule management module70has acquired information about the tolerable SOC reduction from the drivers of the first vehicle and the second vehicle.

The tolerable SOC reduction is indicated by a reduction amount based on the planned SOC, for example, a reduction of 30% at maximum. Alternatively, the tolerable SOC reduction may be indicated by the SOC at the end of charging itself, for example, an SOC of 70% or more at the end of charging.

The SOC reduction permission and the tolerable SOC reduction are acquired through the terminal devices14carried around by the drivers of the first vehicle and the second vehicle. The SOC reduction permission and the tolerable SOC reduction may also be acquired directly from the first vehicle and the second vehicle.

For example, it is assumed that, in a case of the first vehicle, the planned SOC is 100%, an SOC of 70% or more is acceptable for a condition to stop charging, and the current SOC is 80%. In this example, charging of the first vehicle can be stopped at the current time. The schedule management module70accordingly moves up the scheduled charging end time of the first vehicle from the initial time T11to the current time (the time T10) as indicated by the outlined white triangle82ofFIG.3.

This creates, as indicated by a cross-hatched quadrangle92ofFIG.3, an excess (an SOC of 20%=100%-80%) of a future electric power charge amount that has been planned to be allocated to charging of the first vehicle. The schedule management module70allocates the excess electric power charge amount for the first vehicle to charging of the third vehicle as indicated by an arrow A10ofFIG.3. The third vehicle can thus be charged in a period from the current time (T10) to the time T11.

It is also assumed that, in a case of the second vehicle, the planned SOC is 100%, an SOC of 70% or more is acceptable for a condition to stop charging, and the current SOC is 40%. In this example, an excess electric power charge amount that is an SOC of 30% (100%-70%) at maximum can be created out of an electric power charge amount planned to be allocated to charging of the second vehicle from the current time onward.

As indicated by a cross-hatched quadrangle94ofFIG.3, there is a shortage of an electric power charge amount for the third vehicle in a period from the time T11to the time T13. It is assumed that the shortage (for example, an electric power charge amount corresponding to an SOC of 20%) is less than the excess electric power charge amount (corresponding to an SOC of 30%) for the second vehicle.

Charging in the second vehicle is accordingly suspended for a period from the time T11to the time T13. Specifically, at the time T11indicated by a cross-hatched triangle96a,supply of electric power to the second vehicle is suspended. Subsequently, at the time T13indicated by a cross-hatched triangle96b,supply of electric power to the second vehicle is resumed. This creates an excess electric power charge amount in the second vehicle as indicated by the cross-hatched quadrangle94ofFIG.3. The schedule management module70allocates the excess future electric power charge amount for the second vehicle to the charging of the third vehicle in a period from the time T11to the time T13as indicated by an arrow A12ofFIG.3. The third vehicle can thus be charged in the period from the time T11to the time T13.

In this manner, the third vehicle can secure an electric power charge amount for charging until the time T13, which is the initial scheduled charging start time. The scheduled charging start time of the third vehicle can thus be brought forward to the current time (the time T10). The scheduled charging end time of the third vehicle can consequently be brought forward to the time T15, which is earlier than the initial scheduled charging end time (the time T14).

To summarize, when early charging is requested, the schedule management module70cuts down the SOC at the end of charging to less than the planned SOC set before the start of charging with respect to each of the vehicles12that is presently being charged. That is, the schedule management module70cuts at least part of an electric power charge amount that has been planned to be allocated to the vehicles presently being charged. At the same time, the schedule management module70allocates an excess future electric power charge amount created by the reduction of the SOC (electric power charge amount) to charging of one of the vehicles12that has requested early start of charging. The schedule management module70creates a charging schedule in which charging is scheduled in the manner described above. A charging schedule in which charging is scheduled in the manner described above may be hereinafter referred to as “special charging schedule” for the convenience of description.

FIG.4is a diagram for illustrating a rough flow of overall operation of the charging system1. InFIG.4, the first vehicle, the second vehicle, and the third vehicle are illustrated as an example as inFIG.2andFIG.3. InFIG.4, three terminal devices14, which are a first terminal device, a second terminal device, and a third terminal device, are illustrated as an example. InFIG.4, the first vehicle corresponds to the first terminal device, the second vehicle corresponds to the second terminal device, and the third vehicle corresponds to the third terminal device.

When the first vehicle transmits a charging request to the schedule management module70, the schedule management module70acquires the tolerable SOC reduction from the first vehicle (C10). The schedule management module70then creates the latest charging schedule, and charging of the first vehicle is started in accordance with the latest charging schedule (C12). When the second vehicle transmits a charging request to the schedule management module70, the schedule management module70acquires the tolerable SOC reduction from the second vehicle (C14). The schedule management module70then creates the latest charging schedule, and charging of the second vehicle is started in accordance with the latest charging schedule (C16).

In a period in which the first vehicle and the second vehicle are being charged, the third terminal device (third vehicle) transmits a charging request to the schedule management module70in order to newly start charging (C18).

The schedule management module70creates a new charging schedule including charging of the third vehicle, taking the current charging schedule into consideration, and transmits the new charging schedule to the third terminal device (third vehicle) (C20). The driver of the third vehicle is unsatisfied with the presented charging schedule, and issues a request for early start of charging through the third terminal device (third vehicle) to the schedule management module70(C22).

It is assumed here that, in the charging system1, a person who requests early start of charging (for example, the driver of the third vehicle) additionally pays a price for early charging, in addition to a charging fee for normal charging. That is, payment of a price required to benefit from early start of charging is demanded of one of the vehicles12(one of the terminal devices14) that requests early start of charging. The required price is monetary, for example, an extra (increased amount of) charging fee. Payment of the required price is not limited to monetary payment, and can be set suitably. A required price to be paid may be hereinafter referred to as “required payment price.”

Conversely, the charging system1rewards a person who cooperates in cutting down of the future electric power charge amount (for example, the driver of the first vehicle and the driver of the second vehicle) for cooperation. That is, each of the vehicles12(each of the terminal devices14) for which the future electric power charge amount is cut down is presented a compensation for inconveniences caused by the cutting down of the electric power charge amount. The compensation is monetary, for example, a discounted (a decreased amount of) charging fee. The compensation is not limited to a monetary compensation, and can be set suitably. The compensation may be hereinafter referred to as “compensation/reward.”

The special charging schedule can smoothly be implemented by thus giving the compensation/reward to a cooperator and obliging a person who requests early charging to pay the required payment price.

When a request for early charging is received, the schedule management module70derives an early charging electric power amount for the third vehicle (C24). The early charging electric power amount indicates an electric power charge amount for charging moved ahead. To describe in more detail, the early charging electric power amount indicates an electric power charge amount in a period from the current time to the initial scheduled charging start time in the vehicle that has requested early charging (the third vehicle). The schedule management module70derives the required payment price based on the early charging electric power amount (C26). For example, the schedule management module70may gradually increase the required payment price with an increase in early charging electric power amount.

The schedule management module70also derives, for each of the vehicles12for which the SOC at the end of charging is cut down (hereinafter may be referred to as “reduction target vehicle”), an electric power reduction amount (C28). The schedule management module70derives the electric power reduction amount of each of the vehicles12by referring to, for example, the tolerable SOC reduction of each of the vehicles12, the early charging electric power amount, and the current charging schedule. The electric power reduction amount indicates an electric power charge amount to be cut down out of the future electric power charge amount planned to be used for the reduction target vehicle. The schedule management module70derives the compensation/reward of each of the vehicles12based on the electric power reduction amount of each of the vehicles12(C30). For example, the schedule management module70may gradually increase the compensation/reward with an increase in electric power reduction amount.

The schedule management module70transmits the derived compensation/reward to each of the first vehicle and the second vehicle (C32), and transmits the derived required payment price to the third vehicle (C34). The schedule management module70then updates the charging schedule (C36). Charging of the first vehicle is consequently stopped earlier than the initial scheduled charging end time (C38). With the early stop, charging of the third vehicle is started earlier than the initial scheduled charging start time (C40). When the initial scheduled charging end time of the first vehicle arrives, charging of the second vehicle is suspended (C42). During the suspension, charging of the third vehicle is continued. As a result, charging of the third vehicle is finished earlier than the initial charging end time.

The description given above with reference toFIG.4is about a rough flow of the overall operation of the charging system1. Detailed operation of the schedule management module70is described next by focusing on the schedule management module70.

FIG.5is a flow chart for illustrating a detailed flow of operation in the schedule management module70. For example, a driver of one of the vehicles12issues a charging request (charging reservation) to charge the one of the vehicles12via the user interface54of the corresponding one of the terminal devices14. The schedule management module70receives the charging request over the communication network40, and starts a series of processing steps ofFIG.5. The one of the terminal devices14and the one of the vehicles12that have issued the charging request may be hereinafter referred to as “requesting terminal device” and “requesting vehicle.”

The schedule management module70first acquires the current SOC of one of the batteries20that is in the requesting vehicle (Step S100). For example, the schedule management module70acquires the current SOC of the requesting vehicle through the requesting terminal device. The schedule management module70may identify the requesting vehicle from the requesting terminal device to acquire the current SOC directly from the identified requesting vehicle.

The schedule management module70next acquires a planned SOC desired by the driver through the requesting terminal device (Step S110). For example, when full charging is desired, the planned SOC is 100%. The schedule management module70next derives an electric power charge amount required to reach the planned SOC from the current SOC (Step S120).

The schedule management module70next creates a charging schedule based on the derived electric power charge amount (Step S130). Here, the schedule management module70creates a new charging schedule for an assumed case in which charging of the requesting vehicle is newly executed, taking into consideration the state of the current charging schedule. The new charging schedule includes a scheduled charging start time and a scheduled charging end time of the requesting vehicle.

The schedule management module70next transmits the derived new charging schedule to the requesting terminal device (Step S140). The requesting terminal device thus receives, as a result of the charging request, a charging schedule including a scheduled charging start time and a scheduled charging end time.

The requesting terminal device presents, through the user interface54, the charging schedule (the scheduled charging start time and the scheduled charging end time) to the driver. The driver inputs, through the user interface54, whether the driver approves the presented charging schedule. The requesting terminal device transmits a result of the input about whether the driver approves the charging schedule, as a response to the host unit16through the communication unit50. The schedule management module70thus acquires the response from the requesting terminal device (Step S150).

Once acquiring the response, the schedule management module70determines whether the response is an approval of the charging schedule (Step S160).

When the response is an approval of the charging schedule (“YES” in Step S160), the schedule management module70finds out whether the SOC reduction permission is given (Step S170). For example, the schedule management module70issues an inquiry about whether the SOC reduction permission is given to the requesting terminal device. The requesting terminal device prompts the driver to input whether the driver gives the SOC reduction permission, and transmits a result of the input to the schedule management module70. Whether the SOC reduction permission is given is stored in association with the requesting vehicle.

When the SOC reduction permission is given (“YES” in Step S180), the schedule management module70acquires the tolerable SOC reduction (Step S190). For example, the schedule management module70issues an inquiry about the tolerable SOC reduction to the requesting terminal device. The requesting terminal device prompts the driver to input the tolerable SOC reduction, and transmits a result of the input to the schedule management module70. When the SOC reduction permission is not given (“NO” in Step S180), on the other hand, the schedule management module70does not execute the processing step of Step S190.

With the charging schedule approved in Step S160, the schedule management module70next transmits the charging schedule created in Step S130to the charging station10(Step S200). The schedule management module70then updates the created charging schedule with the latest charging schedule (Step S210), and ends the series of processing steps. Further, the charging station10receives the charging schedule and updates the received charging schedule with the latest charging schedule. Charging in accordance with the latest charging schedule is thus executed.

When the response is not an approval of the charging schedule in Step S160(“NO” in Step S160), the schedule management module70finds out whether early charging is requested. For example, the schedule management module70issues an inquiry about whether early charging is requested to the requesting terminal device. The requesting terminal device prompts the driver to input whether the driver requests early charging, and transmits a result of the input to the schedule management module70.

When early charging is requested (“YES” in Step S230), the schedule management module70executes special charging schedule creation processing (Step S240), and ends the series of processing steps. The special charging schedule creation processing is described later in detail.

When early charging is not requested (“NO” in Step S230), the schedule management module70ends the series of processing steps without executing Step S240. In this case, the charging schedule created in Step S130is discarded, and the current charging schedule is maintained.

FIG.6is a flow chart for illustrating a flow of the special charging schedule creation processing. The schedule management module70first acquires a tolerable payment price from the requesting terminal device (Step S300). The tolerable payment price indicates a maximum value of a price tolerable for the driver to pay in order to benefit from early start of charging. For example, the schedule management module70issues an inquiry about the tolerable payment price to the requesting terminal device. The requesting terminal device prompts the driver to input the tolerable payment price, and transmits a result of the input to the schedule management module70.

The schedule management module70next refers to the charging schedule (the initial charging schedule) derived in Step S130, and derives a move-ahead time by subtracting the current time from the scheduled charging start time of the requesting vehicle. The schedule management module70then derives the early charging electric power amount based on the move-ahead time (Step S310). The schedule management module70next derives the required payment price based on the early charging electric power amount (Step S320).

The schedule management module70next determines whether the amount (the absolute value) of the tolerable payment price is equal to or more than the amount (absolute value) of the required payment price (Step S330). When the tolerable payment price is less than the required payment price (“NO” in Step S330), the schedule management module70transmits a message to the effect that early charging is inexecutable to the requesting terminal device (Step S340), and ends the series of processing steps.

When the tolerable payment price is equal to or more than the required payment price (“YES” in Step S330), the schedule management module70extracts SOC reduction permitting vehicles from the vehicles12that are presently being charged (Step S350). The schedule management module70next adds up the tolerable SOC reductions of the extracted SOC reduction permitting vehicles, to thereby derive a total reduction permitted electric power amount (Step S360).

The schedule management module70next determines whether the total reduction permitted electric power amount is equal to or more than the early charging electric power amount (Step S370). When the total reduction permitted electric power amount is less than the early charging electric power amount (“NO” in Step S370), the schedule management module70transmits a message to the effect that early charging is inexecutable to the requesting terminal device (Step S340), and ends the series of processing steps.

When the total reduction permitted electric power amount is equal to or more than the early charging electric power amount (“YES” in Step S370), the schedule management module70determines SOC reduction target vehicles (Step S380). Specifically, the schedule management module70determines SOC reduction target vehicles from among the extracted SOC reduction permitting vehicles, in a predetermined priority order. The predetermined priority order is, for example, an order of proximity of the scheduled charging end time to the present. The predetermined priority order is not limited to this example, and can be set to any order. The schedule management module70adds the tolerable SOC reductions in descending order of priority of the SOC reduction permitting vehicles until the value of the addition reaches the early charging electric power amount or more, and determines the SOC reduction permitting vehicles that have the tolerable SOC reductions used in the addition as the SOC reduction target vehicles.

The schedule management module70next derives, for each of the SOC reduction target vehicles, an electric power reduction amount based on the tolerable SOC reduction (Step S390). The schedule management module70next derives the compensation/reward for each of the SOC reduction target vehicles based on the electric power reduction amount of each of the SOC reduction target vehicles (Step S400).

The schedule management module70next creates a charging schedule (special charging schedule) in which the SOC at the end of charging is cut down for each of the SOC reduction target vehicles based on the electric power reduction amount, and the scheduled charging start time of the requesting vehicle is moved ahead (Step S410).

The schedule management module70next transmits, to each of the terminal devices14corresponding to the SOC reduction target vehicles, information about the compensation/reward derived in Step S400(Step S420). Each of the terminal devices14corresponding to the SOC reduction target vehicles presents the received information about the compensation/reward to the driver through the user interface54.

In parallel, the schedule management module70transmits information about the required payment price derived in Step S320to the requesting terminal device (Step S420). The requesting terminal device presents the received information about the required payment price to the driver through the user interface54.

The schedule management module70next transmits the charging schedule (special charging schedule) created in Step S410to the charging station10(Step S430). The schedule management module70then updates the charging schedule with the charging schedule created in Step S410(Step S440), and ends the series of processing steps. Further, the charging station10receives the charging schedule, and updates the charging schedule with the received charging schedule. The scheduled charging start time of the requesting vehicle is thus moved ahead, compared to the initial charging schedule.

As described above, the schedule management module70of the charging system1of the first embodiment creates a charging schedule in which at least part of a future electric power charge amount that has been planned to be allocated to the vehicles12presently being charged is cut down, and allocated to charging of one of the vehicles12that requests early start of charging.

This enables the charging system1of the first embodiment to finish charging of the one of the vehicles12early, with a power consumption amount at the charging station10kept from increasing.

The schedule management module70of the charging system1of the first embodiment demands the required payment price from one of the vehicles12that requests early start of charging, and presents the compensation/reward to the vehicles12that are reduced in future electric power charge amount.

The charging system1of the first embodiment can accordingly alleviate complaints of both of the vehicles12that request early start of charging and the vehicles12for which the future electric power charge amount is reduced. As a result, the charging system1of the first embodiment can smoothly re-allocate the electric power charge amount between the vehicles12that request early start of charging and the vehicles12for which the future electric power charge amount is reduced.

In the first embodiment, a mode in which the charging schedule of one charging station10is created by the schedule management module70of the host unit16has been described. However, the schedule management module70may create charging schedules of more than one charging station10in parallel.

The tightness of the charging schedule may vary among more than one charging station10. In this case, the schedule management module70of the host unit16may lead the vehicles12to be newly charged to the charging station10that is uncrowded. This prevents issuing of an excessively large number of requests for early charging.

The schedule management module70acquires the tolerable SOC reduction from each SOC reduction permitting vehicle. However, the schedule management module70may acquire, in addition to the tolerable SOC reduction, for example, a lower limit value of a compensation (requested compensation/reward) requested by the driver to be received for cutting down of the electric power charge amount. For example, the schedule management module70may set an SOC reduction permitting vehicle as an SOC reduction target vehicle only when the tolerable SOC reduction condition is satisfied and the amount (absolute value) of the obtained compensation is equal to or more than the amount (absolute value) of the requested compensation/reward.

Second Embodiment

In the first embodiment, the schedule management module70is provided in the host unit16. However, the schedule management module70is not limited to the mode in which the schedule management module70is provided in the host unit16.

FIG.7is a schematic diagram for illustrating a configuration of a charging system200according to a second embodiment of the present disclosure. In the charging system200of the second embodiment, the schedule management module70is provided in the charging station10as illustrated inFIG.7. Specifically, the station control unit38in the second embodiment functions as the charging control module42and functions as the schedule management module70as well by executing programs. The host unit16is not required to be installed in the charging system200of the second embodiment.

The schedule management module70in the second embodiment can create a charging schedule (special charging schedule) having the same contents as in the first embodiment in which the schedule management module70is provided in the host unit16.

As in the first embodiment, the charging station10of the second embodiment can accordingly finish charging of the one of the vehicles12early, with a power consumption amount at the charging station10kept from increasing.

As in the first embodiment, the schedule management module70in the second embodiment may demand the required payment price from one of the vehicles12that requests early start of charging, and may present the compensation/reward to the vehicles12that are reduced in future electric power charge amount.

The embodiments have been described above with reference to the attached drawings, but it should be understood that the present disclosure is not limited to the embodiments described above. It is apparent that those skilled in the art may arrive at various alternation examples and modification examples within the scope of claims, and those examples are construed as naturally falling within the technical scope of the present disclosure.

For example, in the embodiments, a charging request is issued via the user interface54of each of the terminal devices14. However, a charging request may be issued via the user interface36of the charging station10. A charging request may also be issued via an in-vehicle device such as a navigation device of each of the vehicles12.

In the embodiments, the special charging schedule is automatically applied after the compensation/reward is presented to each SOC reduction target vehicle. This is because an intent to approve reduction of the SOC has been expressed in advance, prior to the start of charging. However, the schedule management module70may confirm once more the intent to approve reduction of the SOC at the time when the compensation/reward is presented to the SOC reduction target vehicle. According to this mode, for example, the driver of the SOC reduction target vehicle can reconsider whether to cooperate in the reduction of the future electric power charge amount by comparing the SOC at the end of charging and the compensation/reward. In this mode, when cooperation is canceled after the compensation/reward is presented, SOC reduction target vehicles may be determined anew.