While a drive battery (11) is charged, the output voltage of a DC-DC converter (20) is set to a first predetermined voltage (e.g. 14.4 V) at which thermal runaway does not occur even if the temperature of an auxiliary battery (19) is high and at which the auxiliary battery (19) can be charged even if the temperature thereof is low. During warm-up operation of the auxiliary battery (19), the output voltage of the DC-DC converter (20) is set to a second predetermined voltage (e.g. 14.3 V) lower than the first predetermined voltage. While the vehicle (10) is traveling, the output voltage of the DC-DC converter (20) is set to a third predetermined voltage (e.g. 14.2 V) lower than the second predetermined voltage. If lamps (17) are lit, the output voltage of the DC-DC converter (20) is set to a fourth predetermined voltage (e.g. 13.9 V).

An external power supply connector attached to a vehicle-side connecting portion and control unit controlling the supply power to the vehicle-side connecting portion, supplying power from the vehicle to outside. The external power supply connector includes a body including an external connecting portion to an electric plug supplying power to a connected external device; a restricting member enables switching between restricting state wherein the electric plug is restricted from being attached and detached to and from the external connecting portion, and allowing state enabling the electric plug to attach and detach to and from the external connecting portion. A signal outputting portion outputs a signal to the control unit and detecting portion. The detecting portion detects the restricting state and allowing state of the restricting member. In allowing state, the signal outputting portion outputs a prohibiting signal from being supplied to the external power supply connector to the control unit.

A vehicle is configured to carry out external charging operation in which an in-vehicle battery is charged with electric power from a device outside the vehicle. The vehicle includes the in-vehicle battery, a charger and a control device. The charger is configured to output electric power from the device outside the vehicle to the in-vehicle battery. The control device is configured to control the charger so that the external charging operation is completed by time set by a user. Furthermore, the control device is configured to preferentially allocate a period of time during which the external charging operation is carried out in order of a priority time period set by the user, an immediate time period immediately after the priority time period and a preceding time period immediately before the priority time period.

A power controlling apparatus includes a secondary battery (2) connected to an electrical device (4), and a fuel cell (3) connected to the electrical device (4) and the secondary battery (2). The fuel cell (3) has two non-generating modes including an idling mode and a halt mode, the fuel cell (3) suspending generation of power while being supplied with fuel in the idling mode, the fuel cell (3) stopping generation of power without fuel supply in the halt mode. The power controlling apparatus further includes a remainder estimator (11) to calculate the remaining number of starts representing the remaining number of available starts of the fuel cell (3), and a controller (16) to control the fuel cell (3) to be one of the two non-generating modes during a non-charging mode of the secondary battery (2), based on the remaining number of starts calculated by the remainder estimator (11).

A non-contact power supply system supplies power in a non-contact manner between a power transmission coil of a power supply device and a power reception coil of a vehicle. The power supply device side communication unit transmits identification information of the power supply device to the vehicle. The generation unit generates a power pattern list by allocating each piece of the identification information that is received by the vehicle side communication unit to several power patterns based on a prescribed rule. The vehicle side communication unit transmits the power pattern list to the power supply device. The controller causes power to be outputted from the power transmission coil to the power reception coil according to a power pattern which corresponds to the identification information. The determination unit determines establishment of a paired communication based on a comparison the detected power pattern and a power pattern.

When a route searching command is input, a control unit searches for a provisional route disregarding remaining energy. Next, a finding unit finds charging lanes and charging spots near the provisional route and a calculation unit calculates a charging lane traveling distance and a spot charging usage amount. Then, a searching unit searches for charging lane information, and the like, the first route that restrains charging up cost and uses charging lanes and searches for, on the basis of the spot charging usage amount, charging spot information, and the like, the second route that restrains charging up cost and uses charging spots. A generation unit generates information about the retrieved routes that includes charging up cost and the expected time required. which is presented by a presentation unit. Accordingly, it is possible to find routes including charging plans that use charging lanes and charging spots and to enhance user convenience.

Network constraint energy management system for electric vehicle (EV) depot charging and scheduling. In an embodiment, a power schedule is received from an economic dispatch application for a charging depot comprising EV charging station(s) and distributed energy resource(s). The power schedule may be simulated on a distribution network model of the charging depot, according to load flow analysis, to determine whether any grid-code violations occur. In response to the detection of violation(s), a constraint may be generated for each violating node, and the economic dispatch application may be re-executed with the constraint(s) to produce a new power schedule, until no violations are detected. When not all load demand can be satisfied by the power schedule, a charging schedule may be adjusted to ensure that critical energy requirements are satisfied. The final power and charging schedules may be used to schedule and control power generation and charging in the charging depot.

An AC power supply source switching apparatus includes a switch and a switch connecting a load to an AC power supply system and a DC secondary battery, respectively. When one switch, which is driven to turn off, did not actually turn off, the switch is driven to turn off again after being turned on. When an impedance of the load decreases and a load current flows in a load line, no AC voltage is developed on the load line. As a result, it is determined that the switch has actually turned off. Then the other switch is turned on thereby to switch over connection of the load.

One or more controllers limit direct current output by electric vehicle supply equipment to charge a traction battery of a vehicle according to a filtered current squared capacity remaining of the traction battery, which may be defined for a window of time having a predefined duration and be based on an average current input to or output from the traction battery.

Electric vehicle charging reservation timeslot reallocation includes determining, in connection with an electric vehicle (EV) traveling to a destination, arrival parameters of the EV to arrive at the destination and a charging requirement of the EV to reach the destination within the arrival parameters, identifying reserved charging reservation timeslot(s) at EV charging station(s) along a route to the destination that satisfy the arrival parameters and charging requirement of the EV, determining, using an AI model configured to determine reallocations of charging reservations at electric vehicle charging stations, a proposed reallocation of a reserved charging reservation timeslot of the reserved charging reservation timeslot(s), the reserved charging reservation timeslot owned by an entity, and the proposed reallocation comprising a proposal for the entity to give up at least a portion of the reserved charging reservation timeslot to charge the EV, and electronically offering the proposed reallocation to the entity.