CN103931072A - 电力管理装置 - Google Patents

电力管理装置 Download PDF

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Publication number
CN103931072A
CN103931072A CN201280054774.1A CN201280054774A CN103931072A CN 103931072 A CN103931072 A CN 103931072A CN 201280054774 A CN201280054774 A CN 201280054774A CN 103931072 A CN103931072 A CN 103931072A
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China
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vehicle
electric power
electric automobile
mentioned
electric
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CN201280054774.1A
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CN103931072B (zh
Inventor
村山圭
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Panasonic Intellectual Property Management Co Ltd
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Matsushita Electric Industrial Co Ltd
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    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
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Abstract

电力管理装置为了对在包括电气设备(22)的住宅系统(2)与电动汽车(1)之间授受的电力进行管理而具备探测住宅的居民所能够利用的车辆的车辆探测部(26)，控制部(24)根据由车辆探测部(26)探测出的车辆的有无来决定从电动汽车(1)向住宅系统(2)供给的电力。电力管理装置在紧急时也能够确保能够利用车辆移动的状况，并且能够从电动汽车向住宅供给电力。

Description

电力管理装置
技术领域
本发明涉及一种对在住宅与电动汽车之间授受的电力进行管理的电力管理装置。
背景技术
作为从电动汽车向住宅供给电力的技术，已知如下述的专利文献1那样的电力管理系统。该电力管理系统学习日常的车辆行驶所产生的电池消耗，基于学习结果来决定应该对电动汽车确保的电力量。另外，该电力管理系统在深夜时段对电动汽车进行充电，在深夜时段以外保留确保电力量的状态下向住宅供给电力。
上述的电力管理系统在紧急时等预料之外需要电动汽车的行驶的情况下，有如下可能性：虽然在电动汽车中留有确保电力量，但是只有这些确保电力量是无法行驶。若为了防备这一点而鉴于紧急时来始终确保固定量的充电水平，则导致能够从电动汽车向电池供给的电力量会变少。
因此，本发明是鉴于上述的实际情况而提出的，其目的在于提供一种在紧急时也能够确保能够利用车辆移动的状况、并且能够从电动汽车向住宅供给电力的电力管理装置。
专利文献1：日本特开2001-8380号公报
发明内容
用于解决上述问题的第一方式所涉及的电力管理装置对在包括电气设备的住宅与电动汽车之间授受的电力进行管理，该电力管理装置的特征在于，具备：车辆探测部，其探测住宅的居民所能够利用的车辆；以及电力控制部，其根据由车辆探测部探测出的车辆的有无，来决定从电动汽车向住宅供给的电力，其中，电力控制部根据由车辆探测部探测出的车辆的有无来切换电动汽车的充电水平的下限值，直到达到该充电水平的下限值为止使电动汽车向住宅放出电力。
根据第一方式所涉及的电力管理装置，第二方式的特征在于，车辆探测部利用传感器设备来探测车辆的有无。
根据第一方式所涉及的电力管理装置，第三方式的特征在于，车辆探测部利用与车辆之间的通信来探测车辆的有无。
根据第一方式所涉及的电力管理装置，第四方式的特征在于，车辆探测部利用由利用者操作的操作部来探测车辆的有无。
根据第一方式所涉及的电力管理装置，第五方式的特征在于，在车辆是电动汽车的情况下，车辆探测部基于由该电动汽车进行的充放电用的通信连接来探测车辆的有无。
根据第一至第五方式中的任一个方式所涉及的电力管理装置，第六方式的特征在于，电力控制部计算由上述车辆探测部探测出的车辆的可行驶距离，根据计算出的可行驶距离来决定从上述电动汽车向住宅的供给电力。
附图说明
图1是表示作为本发明的一个实施方式而示出的电力供给系统的结构的框图。
图2是在作为本发明的一个实施方式而示出的电力供给系统中，(a)是存在其它车辆的情况下的充电水平的变化，(b)是不存在其它车辆的情况下的充电水平的变化。
图3是表示作为本发明的一个实施方式而示出的电力供给系统中的针对EV蓄电池的充放电控制的流程图。
图4是表示在作为本发明的一个实施方式而示出的电力供给系统中EV蓄电池的充电水平的下限值的决定处理的流程图。
图5是表示作为本发明的一个实施方式而示出的电力供给系统中的其它结构的框图。
图6是表示在作为本发明的一个实施方式而示出的电力供给系统中判断其它车辆的有无的处理的流程图。
图7是表示作为本发明的一个实施方式而示出的电力供给系统中的其它结构的框图。
图8是表示在作为本发明的一个实施方式而示出的电力供给系统中判断其它车辆的有无的其它处理的流程图。
图9是表示作为本发明的一个实施方式而示出的电力供给系统中的其它结构的框图。
图10是表示在作为本发明的一个实施方式而示出的电力供给系统中判断其它车辆的有无的其它处理的流程图。
图11是表示作为本发明的一个实施方式而示出的电力供给系统中的其它结构的框图。
图12是表示在作为本发明的一个实施方式而示出的电力供给系统中判断其它车辆的有无的其它处理的流程图。
图13是表示在作为本发明的一个实施方式而示出的电力供给系统中决定EV蓄电池的充电水平的下限值的其它处理的流程图。
图14是表示作为本发明的一个实施方式而示出的电力供给系统中的其它结构的框图。
图15是表示在作为本发明的一个实施方式而示出的电力供给系统中决定EV蓄电池的充电水平的下限值的其它处理的流程图。
具体实施方式
下面，参照附图来说明本发明的实施方式。
作为本发明的实施方式而示出的电力供给系统例如构成为如图1所示的结构。该电力供给系统包括电动汽车(EV)1、住宅系统2。住宅系统2与电力系统3相连接。在该电力供给系统中，电动汽车1能够通过电缆与住宅系统2电连接。
在该电力供给系统中，住宅系统2从电力系统3被供给电力(以下称为系统电力。)，将该系统电力供给到住宅的家电产品等负载设备(电气设备)22。另外，该电力供给系统能够将从电力系统3供给到住宅系统2的系统电力供给到电动汽车1。并且，该电力供给系统能够将蓄积在电动汽车1中的电力供给到住宅系统2的负载设备22。
电动汽车1包括EV蓄电池11、蓄电池信息存储部12以及通信部13。
EV蓄电池11是搭载于电动汽车1的蓄电池。EV蓄电池11为了使电动汽车1行驶而蓄积电力。该电力是从住宅系统2供给并蓄积到EV蓄电池11的，该电力与电动汽车1的行驶相应地被消耗。另外，电动汽车1在住宅系统2以外的电站等处也能够充入该电力。
蓄电池信息存储部12存储有充电水平(例如SOC：State Of Charge(荷电状态))作为EV蓄电池11的蓄电池信息。蓄电池信息存储部12根据对EV蓄电池11的充电和放电来更新充电水平。
通信部13与住宅系统2的通信部25之间进行通信信号的授受。通信部13对住宅系统2的通信部25发送蓄电池信息存储部12中存储的蓄电池信息。通信部25既可以通过将电动汽车1与住宅系统2进行连接的电缆所内置的通信线缆来进行通信，也可以通过无线通信来进行通信。
住宅系统2包括配电盘21、负载设备22、充放电转换器23、控制部24、通信部25以及车辆探测部26。
充放电转换器23通过电缆与电动汽车1电连接。充放电转换器23在已与电动汽车1连接的情况下，按照控制部24的控制来与该电动汽车1之间授受电力。充放电转换器23包括DC-DC转换电路和AC-DC转换电路。充放电转换器23在适于住宅系统2的电压与适于电动汽车1的EV蓄电池11的电压之间进行AC/DC转换。例如，适于住宅系统2的电压为100V的交流电压。例如，适于电动汽车1中的EV蓄电池11的充放电的电压为300V～400V的直流电压。
配电盘21与负载设备22、电力系统3以及充放电转换器23相连接。配电盘21具备分支电路、继电器、断路器等。配电盘21对从电力系统3供给的系统电力进行分支并供给到负载设备22。另外，在对电动汽车1的EV蓄电池11进行充电的情况下，配电盘21向充放电转换器23供给电力。并且，在经由充放电转换器23向配电盘21供给从电动汽车1的EV蓄电池11放出的电力的情况下，该配电盘21将该从EV蓄电池11放出的电力分支到负载设备22等。
此外，配电盘21上也可以连接有太阳能电池、燃料电池。在由太阳能电池、燃料电池生成了电力的情况下，配电盘21能够将该电力分支到负载设备22、充放电转换器23。
负载设备22是住宅系统2中的各种家电设备。
控制部24作为对在包括负载设备22的住宅系统2与电动汽车1之间授受的电力进行管理的电力管理装置的电力控制部而发挥功能。控制部24上连接有车辆探测部26和通信部25。
车辆探测部26作为探测住宅的居民(利用者)所能够利用的车辆的电力管理装置的车辆探测部而发挥功能。特别是，车辆探测部26检测电动汽车1以外的住宅的居民所能够利用的车辆。此外，在以下的说明中，将控制对象的电动汽车1以外的由车辆探测部26检测出的车辆称为“其它车辆”。也就是说，车辆探测部26不仅能够探测与住宅系统2电连接的电动汽车1，还能够探测其它车辆。只要是能够代替电动汽车1的移动手段，车辆探测部26也可以探测未连接于住宅系统2的电动汽车1作为其它车辆。例如，也可以将不是电动汽车的汽油汽车和燃气汽车、二轮车等、以及未处于住宅用地内的居民的车辆也设为车辆探测部26的探测对象的其它车辆。此外，车辆探测部26的具体结构在后面叙述。
控制部24作为根据由车辆探测部26探测出的其它车辆的有无来决定从电动汽车1向住宅系统2供给的电力的电力控制部而发挥功能。控制部24进行控制使得在紧急时也能够确保能够利用车辆移动的状况、并且能够从电动汽车1向住宅供给电力。即，在由车辆探测部26探测出其它车辆的情况下，从电动汽车1向住宅系统2供给比未探测出其它车辆的情况多的电力。另一方面，在车辆探测部26未探测出其它车辆的情况下，从电动汽车1向住宅系统2供给比探测出其它车辆的情况少的电力。此外，具体动作在后面叙述。
如上，该电力供给系统根据由车辆探测部26探测出的其它车辆的有无来决定从电动汽车1向住宅供给的电力，因此能够确保紧急时的行驶手段，并且能够从电动汽车1向住宅系统2供给电力。
接着，说明上述的电力供给系统中的具体动作。
电力供给系统根据其它车辆的有无来切换EV蓄电池11的充电水平的下限值，直到达到该充电水平的下限值为止使电动汽车1向住宅放出电力。具体地说，在存在其它车辆的情况下，如图2的(a)所示，将EV蓄电池11的充电水平的下限值控制得低。另一方面，在不存在其它车辆的情况下，如图2的(b)所示，将EV蓄电池11的充电水平的下限值控制得高。下面，参照图3来说明针对EV蓄电池11的充放电控制。
电力供给系统进行如图3所示的动作，来从电动汽车1向住宅系统2供给电力。此外，每隔预先设定的规定时间实施步骤S1。
首先，在步骤S1中，控制部24参照未图示的计时器，判定当前是否为夜间时段。该夜间时段由用户等预先设定。在当前是夜间时段的情况下使处理进入步骤S2，否则使处理进入步骤S3。
在步骤S2中，控制部24实施充电使得EV蓄电池11成为满充电(参照图2的(a)、(b))。此时，控制部24从充放电转换器23对电动汽车1供给规定电压值的直流电压。电动汽车1随着被供给直流电压而对EV蓄电池11进行充电。
在步骤S3中，电动汽车1的通信部13检测EV蓄电池11的充电水平，并发送到住宅系统2的通信部25。控制部24通过通信部13与通信部25的通信来检测EV蓄电池11的充电水平。
在下一个步骤S4中，控制部24判定步骤S3中检测出的充电水平是否高于规定的下限值。在充电水平高于规定的下限值的情况下，使处理进入步骤S5，否则使处理进入步骤S6。参照后述的图4来说明该规定的下限值。
在步骤S5中，控制部24直到达到预先设定的下限值为止实施EV蓄电池11的电力的放电。此时，控制部24控制充放电转换器23来从EV蓄电池11取出电力。由此，充放电转换器23将来自EV蓄电池11的放电电力转换为规定的交流电力，使得能够从配电盘21供给到负载设备22。
在步骤S6中，控制部24直到达到预先设定的下限值为止对EV蓄电池11实施充电。此时，控制部24控制充放电转换器23来对EV蓄电池11供给直流电压。充放电转换器23按照控制部24的控制来从配电盘21取出系统电力，并将其转换为规定的直流电压后供给到EV蓄电池11。
图4中示出了规定的下限值的决定处理。关于该规定的下限值的决定处理，每隔预先设定的规定时间实施步骤S11。
首先在步骤S11中，控制部24基于车辆探测部26的探测结果来判定电动汽车1以外的其它车辆是否在家。在存在电动汽车1以外的其它车辆的情况下使处理进入步骤S12，否则使处理进入步骤S13。
在步骤S12中，控制部24将EV蓄电池11的充电水平的下限值设定为规定值A(低水平)。在步骤S13中，控制部24将EV蓄电池11的充电水平的下限值设定为规定值B(高水平)(参照图2的(b))。
在如图2的(a)所示那样将EV蓄电池11的充电水平的下限值设定为规定值A的情况下，上述的图3的步骤S4中的下限值为低水平的规定值A。因而，电力供给系统在步骤S5中能够在直到EV蓄电池11的充电水平变为规定值A这样的低水平为止放出EV蓄电池11的电力。另一方面，电力供给系统在步骤S6中只要在直到EV蓄电池11的充电水平变为规定值A这样的低水平为止对EV蓄电池11进行充电即可。
在如图2的(b)所示那样将EV蓄电池11的充电水平的下限值设定为规定值B的情况下，上述的图3的步骤S4中的下限值为高水平的规定值B。因而，电力供给系统在步骤S5中只能在EV蓄电池11的充电水平变为规定值B这样的高水平为止放出EV蓄电池11的电力。另一方面，电力供给系统在步骤S6中需要在直到EV蓄电池11的充电水平变为规定值A这样的高水平为止对蓄电池11进行充电。
如上，根据该电力供给系统，与上述同样地能够确保紧急时的行驶手段，并且能够从电动汽车1向住宅系统2供给电力。即，在不存在电动汽车1以外的其它车辆的情况下增大EV蓄电池11的充电水平来确保，以能够确保紧急时的行驶手段。另一方面，在存在其它车辆的情况下，能够增大从EV蓄电池11向住宅系统2的供给电力。由此，在EV蓄电池11的充电时间(夜间时段)以外，能够使用EV蓄电池11的电力而不使用电力系统3的系统电力，从而能够削减住宅系统2中的电力成本。另外，能够使转移住宅系统2中利用的电力的峰值的效果变大。
此外，在上述的电力供给系统中，由电动汽车1的控制部24控制充放电转换器23的动作，来控制EV蓄电池11的充电水平，但是也可以在住宅系统2以外设置作为控制器的控制部24。例如，也可以将控制部24的功能搭载于电动汽车1。
另外，在上述的电力供给系统中，设为在夜间时段充电而在夜间时段以外放电，但是也可以设为具备太阳能电池、燃料电池等发电装置，设为以发电电力的剩余量充电，在发电电力不足时放电。
接着，说明上述的电力供给系统中的其它结构。
在电力供给系统中，如图5所示，车辆探测部26也可以利用传感器设备26b来探测其它车辆的有无。该车辆探测部26包括传感器设备26b以及与该传感器设备26b连接的车辆有无判断部26a。
作为传感器设备26b，例如使用设置于住宅的停车位、车库的红外线传感器、人感传感器等。车辆有无判断部26a根据传感器设备26b的检测输出来检测除电动汽车1以外是否存在居民所能够利用的其它车辆。由此，电力供给系统能够通过控制部24来检测是否存在电动汽车1以外的其它车辆。
关于该电力供给系统中的其它车辆的有无判断，如图6所示，首先在步骤S21中，车辆有无判断部26a检测传感器设备26b的传感器输出。
在下一个步骤S22中，车辆有无判断部26a判定是否存在电动汽车1以外的其它车辆。在存在其它车辆的情况下使处理进入步骤S23，判断为存在电动汽车1以外的其它车辆，否则在步骤S24中判断为不存在电动汽车1以外的其它车辆。
由此，电力供给系统通过车辆有无判断部26a来判断是否存在电动汽车1以外的其它车辆，能够通过控制部24基于该判断结果来控制从EV蓄电池11向住宅系统2的供给电力。
在上述的电力供给系统中，车辆探测部26也可以如图7所示那样利用通信部26c来探测其它车辆的有无。该车辆探测部26包括通信部26c以及与该通信部26c连接的车辆有无判断部26a。
通信部26c能够与不同于电动汽车1A的其它车辆1B的通信部13之间进行通信。作为通信功能的实现手段，该通信部26c可以使用Bluetooth(注册商标)、无线LAN、ZigBee、RF标签、红外线通信、NFC等。通信部26c与其它车辆1B的通信部13之间进行通信，将该通信结果提供给车辆有无判断部26a。
车辆有无判断部26a基于通信部26c的通信结果来判断是否存在电动汽车1以外的其它车辆。例如，预先登记作为居民所能够利用的车辆的电动汽车1A、其它车辆1B的ID，通信部26c获取能够通信的其它车辆1B的ID，将其作为通信结果提供给车辆有无判断部26a。车辆有无判断部26a在被提供了作为通信部26c的通信结果的其它车辆1B的ID的情况下，能够判定为存在电动汽车1以外的其它车辆。
关于该电力供给系统中的其它车辆的有无判断，如图8所示，首先在步骤S21a中，由通信部26c检测与其它车辆1B的通信部13之间的通信信号。
在下一个步骤S22a中，车辆有无判断部26a判断是否存在作为通信部26c的通信结果的与其它车辆1B之间授受的通信信号。在存在与其它车辆1B之间的通信信号的情况下使处理进入步骤S23，判断为存在电动汽车1以外的其它车辆1B，否则在步骤S24中判断为不存在电动汽车1以外的其它车辆1B。
由此，电力供给系统通过车辆有无判断部26a来判断是否存在电动汽车1以外的其它车辆1B，能够通过控制部24基于该判断结果来控制从EV蓄电池11向住宅系统2的供给电力。
在上述的电力供给系统中，也可以根据居民的操作来探测其它车辆的有无。该电力供给系统如图9所示那样具备车辆探测部26的操作部26d和其它车辆1B的操作部14来作为居民所能够操作的结构。此外，操作部只要能够由控制部24检测即可，可以是任一方。
操作部26d例如由住宅的居民所能够操作的液晶触摸面板等构成。操作部26d在受理了由居民进行的表示存在其它车辆1B的操作输入的情况下，将表示该意思的输入信号输出到车辆有无判断部26a。
操作部14由其它车辆1B的驾驶员等来操作。由驾驶员等在停车到住宅的车库等的情况下操作操作部14。操作部14在受理了表示其它车辆1B存在于车库等的操作信号的情况下，使通信部13向通信部26c发送表示该意思的输入信号。由此，车辆探测部26c能够将输入信号输出到车辆有无判断部26a。
车辆有无判断部26a根据从操作部26d或通信部26c受理了作为操作结果的输入信号的情况，判断为存在其它车辆1B。
关于该电力供给系统中的其它车辆1B的有无判断，如图10所示，首先在步骤S21b中，通过操作部26d或操作部14来检测居民等的操作输入。该检测结果被提供给车辆有无判断部26a。
接着，车辆有无判断部26a判定是否通过居民的操作而实施了其它车辆1B在家的设定操作(步骤S22b-1)、是否通过居民的操作而实施了其它车辆1B不在家的设定操作(步骤S22b-2)。在实施了其它车辆1B在家的设定操作的情况下，车辆有无判断部26a在步骤S23中判断为其它车辆1B在家。另一方面，在实施了其它车辆1B不在家的设定操作的情况下，车辆有无判断部26a在步骤S24中判断为其它车辆1B不在家。
由此，电力供给系统通过车辆有无判断部26a来判断是否存在电动汽车1以外的其它车辆1B，能够通过控制部24基于该判断结果来控制从EV蓄电池11向住宅系统2的供给电力。
在电力供给系统中，在其它车辆1B是电动汽车的情况下，车辆有无判断部26a也可以基于由作为该其它车辆1B的电动汽车进行的充放电用的通信连接来探测其它车辆1B的有无。作为其它车辆1B的电动汽车如图11所示那样与电动汽车1A同样地具备EV蓄电池11、蓄电池信息存储部12、通信部13。作为其它车辆1B的电动汽车与电动汽车1A同样地，在该作为其它车辆1B的电动汽车的充放电时，通过电缆与住宅系统2连接。
住宅系统2除了与电动汽车1A连接的充放电转换器23A以外，还具备与作为其它车辆1B的电动汽车连接的充放电转换器23B。另外，电动汽车1A的通信部13和作为其它车辆1B的电动汽车的通信部13以能够通信的方式与通信部25进行通信连接。该通信部25上连接有车辆探测部26的车辆有无判断部26a。因而，车辆有无判断部26a能够检测电动汽车1A及作为其它车辆1B的电动汽车与通信部25之间的通信连接。
关于该电力供给系统中的其它车辆的有无判断，如图12所示，首先在步骤S21c中，车辆有无判断部26a检测由通信部25进行的充放电用的通信。作为由通信部25进行的充放电用的通信，包括与EV蓄电池11的充放电有关的一切。例如，包括建立作为通过电缆连接电动汽车1的结果的通信连接的通信、从电动汽车1发送到住宅系统2的充电水平的通知。
车辆有无判断部26a在步骤S22c中判定是否检测出由通信部25进行的充放电用的通信。在存在与作为其它车辆1B的电动汽车之间的通信信号的情况下使处理进入步骤S23，判断为存在作为电动汽车1以外的其它车辆1B的电动汽车。否则在步骤S24中，车辆探测部26判断为不存在作为电动汽车1以外的其它车辆1B的电动汽车。
由此，电力供给系统通过车辆有无判断部26a来判断作为电动汽车1以外的其它车辆1B的电动汽车的有无，能够通过控制部24基于判断结果来控制从EV蓄电池11向住宅系统2的供给电力。
在上述的电力供给系统中，期望的是，控制部24计算由车辆探测部26探测出的其它车辆1B的可行驶距离，根据所计算出的可行驶距离来决定从电动汽车1向住宅系统2的供给电力。即，控制部24也可以根据其它车辆1B的状态来设定充电水平的下限值。该电力供给系统与上述的图11同样地，如电动汽车1A和作为其它车辆1B的电动汽车那样多辆电动汽车能够连接至住宅系统2。
电力供给系统为了设定充电水平的下限值而进行如图13那样的动作。
首先在步骤S11a中，控制部24基于车辆探测部26a的探测结果来判定电动汽车1以外的其它车辆1B是否在家。此时，车辆有无判断部26a检测通信部25对电动汽车1A和其它车辆1B的通信，进行步骤S11a的判断。在存在电动汽车1以外的其它车辆1B的情况下使处理进入步骤S11b，否则使处理进入步骤S13。
在步骤S11b中，控制部24计算其它车辆1B的可行驶距离。此时，控制部24在其它车辆1B是电动汽车的情况下，检测该电动汽车的充电水平，将该电动汽车的电力消耗率(日语：電費)信息与充电水平相乘，来计算作为其它车辆1B的电动汽车的可行驶距离。
在如图14所示那样其它车辆1B是汽油汽车的情况下，通过汽油余量探测部15来获取油箱16的汽油余量。控制部24将该汽油汽车的燃油消耗率(日语：燃費)信息与汽油余量相乘，来计算作为其它车辆1B的汽油汽车的可行驶距离。在其它车辆1B是混合动力汽车的情况下，控制部24检测充电水平和汽油余量，与电力消耗率信息和燃油消耗率信息相乘，来计算可行驶距离。此外，其它车辆1B的电力消耗率信息和燃油消耗率信息是预先设定的，以能够被控制部24利用的方式进行存储。
在下一个步骤S11c中，控制部24判定步骤S11b中计算出的其它车辆1B的可行驶距离是否为规定值以上。在其它车辆1B的可行驶距离为规定值以上的情况下使处理进入步骤S12，否则使处理进入步骤S13。
在步骤S12中，控制部24将EV蓄电池11的充电水平的下限值设定为规定值A(低水平)。在步骤S13中，控制部24将EV蓄电池11的充电水平的下限值设定为规定值B(高水平)(参照图2的(b))。
如上，该电力供给系统能够计算其它车辆1B的可行驶距离，根据计算出的可行驶距离来决定从电动汽车1向住宅的供给电力。通过像这样对其它车辆1B的可行驶距离进行确认，能够更可靠地确保紧急时的行驶手段。
另外，在包括多个电动汽车1、汽油汽车的电力供给系统中，能够通过如图15所示的动作来控制电动汽车1的放电。根据图15，控制部24在步骤S11c中判定为其它车辆1B的可行驶距离不是规定值以上的情况下，使处理进入步骤S11d。
在步骤S11d中，控制部24判定其它车辆1B是否为电动汽车。在如图11所示那样对住宅系统2连接了如电动汽车1A、作为其它车辆1B的电动汽车那样多个电动汽车的情况下，控制部24能够从作为其它车辆1B的电动汽车获取充电水平。由此，控制部24能够判定为其它车辆1B是电动汽车。
在其它车辆1B是电动汽车的情况下，在步骤S11e中，判定作为其它车辆1B的电动汽车的可行驶距离是否比电动汽车1A的可行驶距离长。在作为其它车辆1B的电动汽车的可行驶距离更长的情况下，在步骤S14中，直到作为其它车辆1B的电动汽车的可行驶距离达到规定值为止实施充电。由此，此后步骤S11c的判定为肯定判定，在步骤S12中，能够放电到电动汽车1A的充电水平变为规定值A(低水平)为止。
另一方面，在如图14所示那样对住宅系统2连接了作为其它车辆1B的汽油汽车的情况下，或者在步骤S11e中判定为其它车辆1B的可行驶距离更短的情况下，使处理进入步骤S13。在步骤S13中，控制部24将EV蓄电池11的充电水平的下限值设定为规定值B(高水平)(参照图2的(b))。
这样，该电力供给系统的控制部24计算由车辆探测部26探测出的其它车辆1B的可行驶距离(步骤S11b)，根据所计算出的可行驶距离来决定从电动汽车1A向住宅系统2的供给电力。
此时，在其它车辆1B的可行驶距离为规定值以上的情况下，控制部24能够降低充电水平。另一方面，在其它车辆1B的可行驶距离不是规定值以上的情况下，控制部24判定其它车辆1B是电动汽车还是汽油汽车(电动汽车以外)。在其它车辆1B是电动汽车以外的情况下，将电动汽车1A的充电水平保持得高，从而能够确保紧急时的行驶手段。
另一方面，在其它车辆1B是电动汽车的情况下，控制部24将电动汽车1A和作为其它车辆1B的电动汽车的可行驶距离进行比较。在作为其它车辆1B的电动汽车的可行驶距离更短的情况下，将电动汽车1A作为紧急时的行驶手段来将充电水平保持得高。
在电动汽车1A的可行驶距离更短的情况下，将作为其它车辆1B的电动汽车作为紧急时的行驶手段，对作为其它车辆1B的电动汽车实施充电，使得其可行驶距离达到规定距离。这样，在双方均为电动汽车的情况下，根据双方的可行驶距离来将一方选择为紧急时的行驶手段，并根据需要进行充电，由此能够迅速确保紧急时的行驶手段，并且能够从电动汽车1A向住宅系统2供给电力。
此外，上述的实施方式是本发明的一个例子。因此，本发明不限定于上述的实施方式，即使是该实施方式以外的方式，只要处于不脱离本发明所涉及的技术思想的范围内，就能够根据设计等进行种种变更，这是理所当然的。
在此引用了日本特愿2011-244632号(申请日：2011年11月8日)的全部内容。
产业上的可利用性
根据本发明，基于蓄电池的充放电历史记录信息来控制电动汽车与住宅之间的蓄电池的充放电，因此能够抑制搭载于电动汽车的蓄电池的劣化。
附图标记说明
1：电动汽车；22：负载设备(电气设备)；24：控制部；26：车辆探测部；26a：车辆有无判断部；26b：传感器设备；26c：通信部；26d：操作部。

Claims (6)

1.一种电力管理装置，对在包括电气设备的住宅与电动汽车之间授受的电力进行管理，该电力管理装置的特征在于，具备：
车辆探测部，其探测上述住宅的居民所能够利用的车辆；以及
电力控制部，其根据由上述车辆探测部探测出的车辆的有无，来决定从上述电动汽车向上述住宅供给的电力，
其中，上述电力控制部根据由上述车辆探测部探测出的车辆的有无来切换上述电动汽车的充电水平的下限值，直到达到该充电水平的下限值为止使上述电动汽车向上述住宅放出电力。
2.根据权利要求1所述的电力管理装置，其特征在于，
上述车辆探测部利用传感器设备来探测车辆的有无。
3.根据权利要求1所述的电力管理装置，其特征在于，
上述车辆探测部利用与车辆之间的通信来探测车辆的有无。
4.根据权利要求1所述的电力管理装置，其特征在于，
上述车辆探测部利用由利用者操作的操作部来探测车辆的有无。
5.根据权利要求1所述的电力管理装置，其特征在于，
在上述车辆是电动汽车的情况下，上述车辆探测部基于由该电动汽车进行的充放电用的通信连接来探测车辆的有无。
6.根据权利要求1～5中的任一项所述的电力管理装置，其特征在于，
上述电力控制部计算由上述车辆探测部探测出的车辆的可行驶距离，根据计算出的可行驶距离来决定从上述电动汽车向住宅的供给电力。
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