JP5013833B2 - Home battery control device, home battery control system, in-vehicle battery control system, home battery control method, and in-vehicle battery control method - Google Patents

Description

The present invention relates to a technique suitable for application to an in-vehicle battery charging system and a home battery system.
More specifically, the present invention relates to a power distribution technique based on cost calculation of an in-vehicle battery charging device that uses late-night power that can charge an electric vehicle.

The demand for energy conservation is increasing due to social issues such as environmental problems and soaring oil prices.
Accordingly, attention has been paid to a home battery system that uses inexpensive late-night power (see, for example, Patent Document 1).
The home battery system has a large number of built-in batteries and is charged with inexpensive late-night power. And the electric power charged in the battery is used in the daytime.
On the other hand, there is an electric water heater as an energy-saving device for making the most efficient use of inexpensive late-night power, apart from the home battery system.
An electric water heater uses inexpensive midnight power to heat water to the vicinity of the boiling point with an electric heater and store it. The hot water is used during the day.

  Residents who install and use household battery systems and electric water heaters in their homes contract with power companies to use late-night power to save monthly power costs. Currently, in order to promote load leveling, each electric power company in Japan has established a contract system that lowers the price of late-night electricity and recommends it to consumers.

The present applicant is striving for the realization of a system in which the electric vehicle is charged with midnight power as an application of the home battery system.
JP 2002-281893 A

Here, from the standpoint of residents who actually use household battery systems and electric water heaters.
Since midnight power is cheap, I would like to use midnight power to its limit during that cheap time.
However, it is difficult to determine whether to charge midnight power preferentially to the home battery system or the electric vehicle.
Similarly, it is also difficult to judge whether the power of the home battery is preferentially directed to the house load or the electric vehicle to be consumed or charged.

  This invention is made | formed in view of this point, and it aims at providing the domestic battery system and vehicle-mounted battery charging system with high cost performance which perform the most economical charging / discharging operation | movement.

  In order to solve the above problems, the present invention can update the current unit price information of commercial power, the current average unit price information of household batteries, and the current average unit price information of in-vehicle batteries in the unit price storage unit. To store. Then, the average power unit price information of the home battery is calculated and updated from these three power unit price information, and each power unit price information is compared to distribute power from an inexpensive unit power source to an expensive unit power source. The charging / discharging of the home battery is determined.

In-vehicle battery system and home battery system always calculate the cost, and based on the calculation result, which of the three types of commercial power, home battery system home battery, and electric vehicle in-vehicle battery should be used for power generation? To decide.
The rule for diverting power is a technical idea that the average unit price is diverted from the cheapest power source to the most expensive power source.

The present invention, cheapest optimally cumene power from the power supply to the most expensive power or load, high cost-performance home battery control device, household battery control system, vehicle battery control systems, consumer battery control method and vehicle A battery control method can be provided.

  Hereinafter, embodiments of the present invention will be described with reference to FIGS.

FIG. 1 is a schematic diagram for explaining an actual use situation of a home battery system 107 as an example of the present embodiment.
The house 101 is drawn from a power company with a commercial power 102 of low voltage AC200V for general households.
A breaker (MCCB: Molded-Case Circuit Breaker) 104 is provided on the switchboard 103. Residents of the house 101 use various electrical appliances and consume electric power. Residents of the house 101 benefit from power through the breaker 104.
Here, residents are unable to consume power exceeding the contracted current value by contract with the power company. A breaker 104 is provided to detect an overcurrent caused by an electric leakage, a transient load, or the like and to cut off the power system.

In this household, in order to save the cost of monthly power, a contract to use midnight power is contracted with an electric power company. Currently, in order to promote load leveling, each electric power company in Japan has established a contract system that lowers the price of late-night electricity and recommends it to consumers.
In order to make the most efficient use of inexpensive late-night power, several energy-saving devices have been introduced into the house 101 in this home. One of them is an electric water heater 105.
The electric water heater 105 heats the water to the vicinity of the boiling point by the electric heater 106 using inexpensive late-night power and stores it. The hot water is used during the day.

Another energy-saving device that makes the best use of inexpensive late-night power is the home battery system 107 according to this embodiment.
The home battery system 107 has a large number of built-in batteries and is charged with midnight power. The electric power charged in the battery is used during the day.

Further, the home battery system 107 has a charging control function for the electric vehicle 108.
The battery in the home battery system 107 is charged with midnight power, and the battery of the electric vehicle 108 is also charged.
Since the battery can be charged with inexpensive late-night power, the cost of running the electric vehicle 108 corresponding to the fuel consumption of the conventional fuel vehicle can be reduced.

Here, it is considered from the standpoint of residents who actually live in the house 101 shown in FIG.
Since midnight power is cheap, I would like to use midnight power to its limit during that cheap time.
However, it is difficult to determine which of the home battery system 107 and the electric vehicle 108 is preferentially directed to charge midnight power.
Therefore, in the embodiment described below, the home battery system 107 performs cost calculation, and based on the calculation results, the commercial power 102, the home battery 208 of the home battery system 107 (hereinafter abbreviated as “home battery 208”), It is determined which of the three in-vehicle batteries 217 (hereinafter abbreviated as “in-vehicle battery 217”) of the electric vehicle 108 is to be subjected to power.
The rule for diverting power is a technical idea that the average unit price is diverted from the cheapest power source to the most expensive power source.

FIG. 2 is a block diagram of a home battery system 107 as an example of the present embodiment.
AC200V commercial power 102 is supplied to the house 101 through the MCCB (breaker) 104.
The commercial power 102 is connected to a load 202 including an electric water heater 105 and a lighting 110 and is also supplied to a home battery system 107.
The home battery system 107 converts the input AC 200 V voltage into DC 350 V by the AC / DC converter 203. The home battery system 107 temporarily converts the received power into DC 350V inside, and then supplies the power to a load, which will be described later, or constructs it. For this reason, the DC 350V output line 204 of the AC / DC converter 203 is connected to a DC / DC chopper and a DC / AC converter which will be described later.

  The control device 205 in the home battery system 107 detects a received current through a non-contact type received current detector 206 provided immediately before or after the MCCB (breaker) 104. Further, the above-described AC / DC converter 203, a DC / DC chopper, which will be described later, and a DC / AC converter are controlled.

  The DC / DC chopper 207 is provided between the household battery 208 and the DC 350V output line 204 of the AC / DC converter 203. The DC / DC chopper 207 executes charging / discharging of the home battery 208 under the control of the control device 205. Due to the nature of the home battery 208, the output line of the DC / DC chopper 207 varies between about DC 300V and 180V.

  The DC / AC converter 209 is provided between the connector 211 with the in-vehicle battery system 210 and the DC 350V output line 204 of the AC / DC converter 203. The DC / AC converter 209 performs conversion from DC 350 V to AC 200 V under the control of the control device 205. Note that the DC / AC converter 209 also has a function of receiving power supplied from the in-vehicle battery system 210 side and supplying power to the DC 350V output line 204, as with the DC / DC chopper 207 described above.

  The in-vehicle battery system 210 includes an AC / DC converter 216, and converts AC 200V into the voltage of the in-vehicle battery 217. For example, it is DC300-180V. The control device 218 performs charge / discharge control of the AC / DC converter 216.

The control device 205 of the home battery system 107 and the control device 218 of the in-vehicle battery system 210 are each provided with a cost calculation unit.
The cost calculation unit 222 connected to the control device 205 calculates the average power unit price of the home battery 208 using the average power unit price of the in-vehicle battery 217, the average power unit price of the home battery 208, and the unit price of the commercial power 102. .
The cost calculation unit 223 connected to the control device 218 includes an average power unit price of the in-vehicle battery 217, an average power unit price of the household battery 208, a unit price of the commercial power 102, a power unit price of the in-vehicle generator described later, and a regenerative brake The average power unit price of the in-vehicle battery 217 is calculated using the power unit price.

  A charge / discharge determination unit 224 is further connected to the control device 205 and the cost calculation unit 222. The charge / discharge determination unit 224 determines which power is directed to which battery or load, using the average power unit price of the in-vehicle battery 217, the average power unit price of the household battery 208, and the unit price of the commercial power 102.

The power line modems 225 and 226 form a data communication path between the control device 218 of the in-vehicle battery system 210 and the control device 205 of the home battery system 107. A well-known TCP / IP network is authenticated by a protocol such as PPPOE (PPP over Ethernet (registered trademark): a protocol for using the function of PPP (Point to Point Protocol) through Ethernet (registered trademark)). In addition, it forms between them. And between both control device 205 and control device 218,
Average power unit price of in-vehicle battery 217,
Average unit price of household battery 208,
Unit price information for commercial power 102,
Information on the remaining capacity of the in-vehicle battery 217 or whether the in-vehicle battery 217 can be discharged;
The control device 205 transmits / receives a charge / discharge control command or the like to the control device 218.

FIG. 3 is a more detailed block diagram of the in-vehicle battery system 210 than FIG. In FIG. 3, the parts omitted in FIG. 2 due to space limitations are clearly shown.
The vehicle operation system 302 is an operating body such as an accelerator or a brake disposed in the driver's seat of the electric vehicle 108.

The DC / AC converter 303 converts the DC voltage of the in-vehicle battery 217 into a three-phase AC voltage and supplies it to the motor 304.
The motor 304 is a well-known synchronous motor.
The motor 304 is provided with a magnetic pole sensor and a position sensor (not shown), and detects the speed and position of the rotor, respectively.
The detected rotor speed and position signals are supplied to the controller 218.
The DC / AC converter 303, the motor 304, and the control device 218 form a speed feedback loop.

The engine 305 is a well-known gasoline engine, and is controlled to be turned on / off under the control of the control device 218.
The generator 306 is rotationally driven by the engine 305 and generates three-phase AC power.
The AC / DC converter 307 converts the three-phase alternating current generated by the generator 306 into direct current. The AC / DC converter 307 is provided to control the charging current and the charging voltage of the in-vehicle battery 217 to perform safe and stable charging.

FIG. 4 is an internal block diagram of the cost calculation unit 223 of the in-vehicle battery system 210.
The entity of the cost calculation unit 223 is a microcomputer, and each function is realized by a program.
The cost calculation unit 223 integrates the amount of power stored in the in-vehicle battery 217 and the cost for charging / discharging the in-vehicle battery 217 based on information obtained from the outside, and divides this to divide the in-vehicle battery 217. The unit price of power is calculated. That is, it is a unit price for using the power of the in-vehicle battery 217 at the present time. Details regarding the unit price will be described later.

The power unit price storage unit 402 is actually a RAM, and has five variables. Each variable represents a unit price.
The home battery unit price x1 is a variable for storing the power unit price of the home battery 208.
The in-vehicle power generation unit price x2 is a variable for storing the power unit price of the generator 306. Since it generates electricity with a gasoline engine, it is more expensive than the commercial power 102.

The regenerative brake unit price x3 is a variable for storing a unit price of electric power generated by the brake, which is one of the vehicle operation systems.
In the electric vehicle 108, unlike the engine-type vehicle, the motor is replaced with a generator, and the in-vehicle battery 217 is charged by the motor. Then, the motor temporarily becomes a generator, and a load (vehicle battery 217) is connected, thereby generating a deceleration force. In this way, the electric power generated by the brake is collected in the in-vehicle battery 217. This is the regenerative brake. The unit price of power generated by regenerative braking is zero.

The commercial power unit price x4 is a variable for storing the unit price notified from the power company. In the present embodiment, the unit price in the daytime and the unit price in the midnight differ depending on the usage contract that the home using the home battery system 107 exchanges with the power company.
The in-vehicle battery power unit price x5 is a variable for storing the calculated unit price of the power of the in-vehicle battery 217.

The unit price selection switch 403 is a switch that is switched under the control of the control device. The power source is switched according to which power source the vehicle battery 217 currently receives (x1, x2, x3, and x4) or discharged (x5).
The first multiplier 404 multiplies the voltage and current data of the in-vehicle battery 217 and calculates the electric power flowing into or out of the in-vehicle battery 217. The voltage and current of the in-vehicle battery 217 are detected from a voltage detection terminal and a current detector (not shown) provided in the immediate vicinity of the in-vehicle battery 217.
The second multiplier 405 multiplies the power calculated by the first multiplier 404 by the unit price selected by the unit price selection switch 403. This is the current price of electricity.
The first integrator 406 integrates the electric power that is the output of the first multiplier 404. This corresponds to the amount of power held in the vehicle-mounted battery 217.
The second accumulator 407 accumulates the price that is the output of the second multiplier 405. This corresponds to the accumulated power cost for the amount of power held in the vehicle battery 217.
The divider 408 divides the output of the second integrator 407 (cumulative power cost) by the output of the first integrator 406 (the amount of power of the on-vehicle battery 217). This is the in-vehicle battery power unit price x5. The output of the divider 408 updates the in-vehicle battery power unit price x5 of the power unit price storage unit 402 in real time.

The in-vehicle battery power unit price x5 is notified to the home battery system 107 in real time by power line communication via the power line modem 226.
Similarly, the home battery unit price x1 and the commercial power unit price x4 are notified in real time from the home battery system 107 by power line communication via the power line modem 226.

FIGS. 5A, 5 </ b> B, 5 </ b> C, and 5 </ b> D are schematic graphs showing charging / discharging operation of the in-vehicle battery 217, power unit price, average unit price, and power amount.
The horizontal axis is a common time axis.
FIG. 5A shows the charge / discharge operation of the in-vehicle battery 217. The vertical axis is power. The negative direction is the discharge operation.
First, discharge is performed (t1 to t2). This indicates that the electric vehicle 108 is running and the electric power of the in-vehicle battery 217 is consumed.
Next, power generation is performed (t2 to t3). This indicates that the control device is performing a charging operation on the in-vehicle battery 217.
Next, charging by regenerative braking is performed (t3 to t4).
Thereafter, since the electric vehicle 108 is in a stopped state, charging / discharging has not been performed for a while (t4 to t5).
Thereafter, charging with the home battery 208 is performed (t5 to t6).
Then, after a brief suspension period (t6 to t7), charging with the commercial power 102 is performed (t7 to t8).

FIG.5 (b) shows each power unit price.
During the discharge of the in-vehicle battery 217, the unit price of power of the in-vehicle battery 217 itself is set. Here, it is assumed to be 40 yen. During discharging, there is no change in the power unit price of the in-vehicle battery 217.
Power generation by a gasoline engine is very expensive. For this reason, the power unit price is 300 yen.
The unit price of regenerative brake is zero. There is no unit price of electricity during the suspension period.
The unit price of the home battery 208 is temporarily 30 yen here.
The commercial power 102 may differ between daytime and midnight depending on the contract described above. In this case, the use of late-night power results in an inexpensive cost of 10 yen.

FIG. 5C shows the transition of the average power unit price of the in-vehicle battery 217.
When starting from the discharging operation, the initial value of the average power unit price is 40 yen / kWh, which is the same as the on-vehicle battery power unit price (x5) applied at the time of discharging in FIG.
When charging with expensive in-car power generation, the power unit price is rising.
On the contrary, it can be seen that the unit price of power is decreasing when charging is performed by the regenerative brake with zero cost, the low-cost home battery 208 or the commercial power 102 at midnight.
In other words, even with the same charge, if a power supply method with a high unit price is used, the average power unit price becomes high.
FIG. 5 (d) shows the total electric energy of the on-vehicle battery 217 for reference.

FIG. 6 is an internal block diagram of the cost calculation unit 222 of the home battery system 107. The functional block configuration is the same as that of the cost calculation unit 223 in FIG. 4 except that the in-vehicle power generation unit price x2 and the regenerative brake unit price x3 are not subject to calculation.
The entity of the cost calculation unit 222 is a microcomputer, and each function is realized by a program.
Based on information obtained from the outside, the cost calculation unit 222 integrates the amount of power stored in the home battery 208 and the cost for charging / discharging the home battery 208, and divides this to divide the home battery 208. The unit price of power is calculated. That is, the unit price for using the power of the home battery 208 at the present time.

The power unit price storage unit 602 is actually a RAM, and has three variables. Each variable represents a unit price.
The commercial power unit price x4 is a variable for storing the unit price notified from the power company. In the present embodiment, the unit price in the daytime and the unit price in the midnight differ depending on the usage contract that the home using the home battery system 107 exchanges with the power company. This unit price information can be recorded and held in advance in a non-volatile storage such as a flash memory, and can be configured to output unit price information that is different between daytime and nighttime in conjunction with a calendar clock.
The in-vehicle battery power unit price x5 is a variable for storing the unit price of the power of the in-vehicle battery 217 calculated by the cost calculation unit 223 of the in-vehicle battery system 210.
The home battery unit price x1 is a variable for storing the calculated power unit price of the home battery 208.

The unit price selection switch 603 is a switch that is switched under the control of the control device 205. The current home battery 208 is switched depending on from which power source it is supplied with power (x4 and x5) or discharged (x1).
The third multiplier 604 multiplies the voltage and current data of the home battery 208 to calculate the power flowing into or out of the home battery 208. The voltage and current of the home battery 208 are detected from a voltage detection terminal and a current detector (not shown) provided in the immediate vicinity of the home battery 208.
The fourth multiplier 605 multiplies the power calculated by the third multiplier 604 by the unit price selected by the unit price selection switch 603. This is the current price of electricity.
The third integrator 606 integrates the electric power that is the output of the third multiplier 604. This corresponds to the amount of power held in the home battery 208.
The fourth accumulator 607 accumulates the price that is the output of the fourth multiplier 605. This corresponds to the accumulated power cost of the amount of power held in the home battery 208.
Divider 608 divides the output (cumulative power cost) of fourth integrator 607 by the output of third integrator 606 (the amount of power of household battery 208). This is the household battery 208 power unit price. The output of the divider 608 updates the home battery power unit price x1 of the power unit price storage unit 602 in real time.

The household battery power unit price x1 and the commercial power unit price x4 are notified to the in-vehicle battery system 210 in real time by power line communication via the power line modem 225.
Similarly, the in-vehicle battery power unit price x5 is notified in real time from the in-vehicle battery system 210 by power line communication via the power line modem 225.

7 and 8 are flowcharts showing the internal operation of the charge / discharge determination unit 224.
As with the cost calculation unit 222, the charge / discharge determination unit 224 is a microcomputer, and its function is realized by a program. 7 and 8 show the operations realized by this program.
When the operation starts (S701), first, the magnitude relation among the household battery unit price x1, the commercial power unit price x4, and the in-vehicle battery unit price x5 is checked (S702, S703, S704, S805, S806). Then, based on the magnitude relationship, it is determined from which power source to which power source power is directed.

When commercial power unit price x4 <home battery unit price x1 <in-vehicle battery unit price x5 (S702), power is basically directed from the least expensive commercial power 102 to the most expensive in-vehicle battery 217. That is, the on-vehicle battery 217 is charged from the commercial power 102 (S705).
However, if it is determined that the received current detected through the non-contact type received current detector 206 has reached the limit of the contract current, if the power supply is further received from the commercial power 102, the contract current will be exceeded. Current flows. Then, the MCCB 104 detects this and performs an off operation (protection trip). Therefore, in this case, the free capacity of the in-vehicle battery 217 is confirmed, and if the in-vehicle battery 217 can still be charged (S706), charging from the home battery 208 to the in-vehicle battery 217 is performed (S707).

When commercial power unit price x4 <in-vehicle battery power unit price x5 <home battery unit price x1 (S703), basically, power is directed from the least expensive commercial power 102 to the most expensive home battery 208. That is, the household battery 208 is charged from the commercial power 102 (S708).
However, if it is determined that the received current detected through the non-contact type received current detector 206 has reached the limit of the contract current, if the power supply is further received from the commercial power 102, the contract current will be exceeded. Current flows. Then, the MCCB 104 detects this and performs an off operation (protection trip). Therefore, in this case, the charging capacity of the in-vehicle battery 217 is confirmed. If the in-vehicle battery 217 can be discharged (S709), the in-vehicle battery 217 is charged to the home battery 208 (S710).
Whether the in-vehicle battery 217 can be discharged is determined by setting a predetermined threshold value in the control device 218 and comparing it with the output of the third integrator 606 in the cost calculation unit 223. The predetermined threshold is set to a ratio of a capacity that allows the electric vehicle 108 to normally travel. For example, it is 50 to 70%. Therefore, communication between the home battery system 107 and the in-vehicle battery system 210 is necessary for this determination.

When household battery unit price x1 <commercial power unit price x4 <in-vehicle battery unit price x5 (S704), power is basically directed from the least expensive home battery 208 to the most expensive in-vehicle battery 217. That is, charging from the home battery 208 to the in-vehicle battery 217 is performed (S705).
However, when the capacity of the home battery 208 is zero, charging from the home battery 208 to the in-vehicle battery 217 is no longer possible. Therefore, in this case, the free capacity of the in-vehicle battery 217 is confirmed, and if the in-vehicle battery 217 can still be charged (S712), charging from the commercial power 102 to the in-vehicle battery 217 is performed (S713).

When household battery unit price x1 <in-vehicle battery unit price x5 <commercial power unit price x4 (S805), power is basically directed from the least expensive home battery 208 to the most expensive commercial power 102. That is, the home battery 208 is discharged to the home load (S814).
However, when the capacity of the home battery 208 is zero, the home battery 208 can no longer be discharged to the home load. Therefore, in this case, the charge capacity of the in-vehicle battery 217 is confirmed, and if the in-vehicle battery 217 can be discharged (S815), the in-vehicle battery 217 is discharged to the home load (S816).
Whether or not the in-vehicle battery 217 can be discharged is determined by setting a predetermined threshold value in the control device 218 and comparing it with the output of the third integrator 606 in the cost calculation unit 223, as in step S710. To do.

When vehicle-mounted battery power unit price x5 <commercial power unit price x4 <home battery unit price x1 (S806), power is basically directed from the least expensive onboard battery 217 to the most expensive home battery 208. That is, charging from the in-vehicle battery 217 to the home battery 208 is performed (S817).
However, when the capacity of the in-vehicle battery 217 reaches the discharge limit, that is, when the remaining capacity of the in-vehicle battery 217 is lower than the threshold value provided in the control device 218, the in-vehicle battery 217 is no longer connected to the home battery 208. It cannot be charged. Therefore, in this case, the received current detected through the non-contact type received current detector 206 is confirmed, and if there is room to further receive power from the commercial power 102 (S818), the charging from the commercial power 102 to the home battery 208 is performed. (S819).

When in-vehicle battery power unit price x5 <home battery unit price x1 <commercial power unit price x4 (N in S806), power is basically directed from the least expensive onboard battery 217 to the most expensive commercial power 102. That is, the in-vehicle battery 217 is discharged to the home load (S820).
However, when the capacity of the in-vehicle battery 217 reaches the discharge limit, that is, when the remaining capacity of the in-vehicle battery 217 is lower than the threshold value provided in the control device 218, the in-vehicle battery 217 no longer supplies the home load. It cannot be discharged. Therefore, in this case, the remaining capacity of the home battery 208 is confirmed, and if the home battery 208 can be discharged (S821), the home battery 208 is charged to the home load (S822).

  As described above, when the process of determining the power distribution is performed (S705, S707, S708, S710, S711, S713, S814, S816, S817, S819, S820, and S822), the process is restarted from the beginning (S823). That is, this determination process is always executed while the home battery system 107 is in operation.

The following application examples can be considered in the present embodiment.
(1) The control device 205 can receive unit price information of the commercial power 102 from a power company by means such as power line communication. It can be expected that the unit price between daytime power and midnight power will be more accurate.

  (2) The cost calculation of the cost calculation units 222 and 223 can be replaced with the calculation based on the CO2 emission amount in consideration of the environment instead of the unit price of electric power. In this case, the control device 205 can receive the CO2 emission information from the power company by means such as power line communication, and the charge / discharge determination unit 224 can determine the charge / discharge control in a direction in which the CO2 emission is reduced as much as possible.

In the present embodiment, a home battery system and an in-vehicle battery system have been disclosed.
It is possible to determine which power source is the cheapest by transmitting and receiving power unit price information and the like by the in-vehicle battery system and power line communication, calculating and comparing the average power unit price in real time. And it can implement | achieve a household battery system and a vehicle-mounted battery system with favorable cost performance by working electric power based on a determination result.

  The embodiment of the present invention has been described above. However, the present invention is not limited to the above-described embodiment, and other modifications may be made without departing from the gist of the present invention described in the claims. It goes without saying that application examples are included.

It is the schematic for supposing and explaining the actual utilization condition of the household battery system which is an example of this Embodiment. It is a block diagram of a household battery system which is an example of the present embodiment. It is a block diagram of the vehicle-mounted battery system which is an example of this Embodiment. It is an internal block diagram of the cost calculation part of a vehicle-mounted battery system. It is a typical graph which shows transition of charging / discharging operation | movement of a vehicle-mounted battery, an electric power unit price, an average unit price, and electric energy. It is an internal block diagram of the cost calculation part of a household battery system. It is a flowchart which shows the operation | movement inside a charging / discharging determination part. It is a flowchart which shows the operation | movement inside a charging / discharging determination part.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 101 ... House, 102 ... Commercial power, 103 ... Distribution board, 104 ... Breaker, 105 ... Electric water heater, 106 ... Electric heater, 107 ... Home battery system, 108 ... Electric car, 109 ... Microwave oven, 110 ... Lighting, 202 ... Load, 203 ... AC / DC converter, 204 ... DC350V output line, 205, 218 ... Control device, 206 ... Non-contact type received current detector, 207 ... DC / DC chopper, 208 ... Home battery, 209, 303 ... DC / AC converter, 210 ... vehicle battery system, 211 ... connector, 216, 307 ... AC / DC converter, 217 ... vehicle battery, 222, 223 ... cost calculation unit, 224 ... charge / discharge determination unit, 225, 226 ... power line modem, 302 ... Vehicle operation system, 304 ... Motor, 305 ... Engine, 306 ... Generator, 402 ... Electric power unit price 403, 603 ... unit price selection switch, 404 ... first multiplier, 405 ... second multiplier, 406 ... first multiplier, 407 ... second multiplier, 408, 608 ... divider, 602 ... Unit price storage unit, 604 ... third multiplier, 605 ... fourth multiplier, 606 ... third integrator, 607 ... fourth integrator

Claims (16)

A household battery that is charged with commercial power and discharged to a house load;
A connector to which an in-vehicle battery device mounted with the in-vehicle battery charged with the commercial power or the home battery and discharged to the indoor load or the home battery is connected;
Power unit price information of the commercial power, power unit price information of the home battery, power unit price storage unit for storing power unit price information of the in-vehicle battery obtained from the in-vehicle battery device,
Based on the unit price information of the commercial power, the unit price information of the household battery, and the unit price information of the in-vehicle battery stored in the unit price storage unit, the unit price information of the household battery is calculated and updated. A cost calculator,
The power unit price information of the commercial power stored in the power unit price storage unit, the power unit price information of the household battery, and the power unit price information of the in-vehicle battery are compared. A charge / discharge determination unit for determining charge / discharge of the home battery and the in-vehicle battery to distribute power to a power source;
Connected to the commercial power, the home battery, and the connector, and based on the determination of the charge / discharge determination unit, charging from the commercial power to the home battery or the in-vehicle battery, and from the home battery to the indoor load Alternatively, a home battery control device comprising: a charge / discharge control unit that controls discharge to the in-vehicle battery and discharge from the in-vehicle battery to the house load or the home battery. The power unit price information of the commercial power is power unit price information when the cost calculation unit calculates and updates the power unit price information of the home battery,
Electricity unit price information of the home cell is characterized by an average power unit price information, the home battery control device according to claim 1. An in-vehicle battery that is charged by a plurality of power supplies and drives a motor;
A first charge / discharge control unit for controlling charge / discharge of the in-vehicle battery;
A power unit price information for each of the plurality of power supplies, a first power unit price storage unit for storing the power unit price information of the in-vehicle battery,
Based on the power unit price information of each of the plurality of power supplies and the power unit price information of the in-vehicle battery stored in the first power unit price storage unit, the power unit price information of the in-vehicle battery is calculated and updated. An in-vehicle battery device comprising a cost calculation unit of
A household battery charged with commercial power and the on-board battery and discharged to a load in the house;
A second unit price storage unit for storing unit price information of the commercial power, unit price information of the in-vehicle battery, and unit price information of the household battery;
Based on the unit price information of the commercial power, the unit price information of the in-vehicle battery, and the unit price information of the household battery stored in the second unit price storage unit, the unit price information of the household battery is calculated. A second cost calculator to update
The power unit price information of the commercial power stored in the second power unit price storage unit, the power unit price information of the in-vehicle battery, and the power unit price information of the home battery are compared, and the power source with the lowest unit price is the most expensive. A charge / discharge determination unit for determining charge / discharge of the home battery and the on-vehicle battery in order to distribute power to a power source of a unit price;
Connected to the commercial power, the household battery, and the in-vehicle battery device, and based on the determination of the charge / discharge determination unit, charging from the commercial power or the in-vehicle battery to the household battery, and from the household battery to the house A home battery control system comprising a second charge / discharge control unit for controlling discharge to an indoor load or the vehicle battery. An in-vehicle battery that is charged by a plurality of power supplies and drives a motor;
A first charge / discharge control unit for controlling charge / discharge of the in-vehicle battery;
A power unit price information for each of the plurality of power supplies, a first power unit price storage unit for storing the power unit price information of the in-vehicle battery,
Based on the power unit price information of each of the plurality of power supplies and the power unit price information of the in-vehicle battery stored in the first power unit price storage unit, the power unit price information of the in-vehicle battery is calculated and updated. An in-vehicle battery device comprising a cost calculation unit of
A household battery charged with commercial power and the on-board battery and discharged to a load in the house;
A second unit price storage unit for storing unit price information of the commercial power, unit price information of the in-vehicle battery, and unit price information of the household battery;
Based on the unit price information of the commercial power, the unit price information of the in-vehicle battery, and the unit price information of the household battery stored in the second unit price storage unit, the unit price information of the household battery is calculated. A second cost calculator to update
The power unit price information of the commercial power stored in the second power unit price storage unit, the power unit price information of the in-vehicle battery, and the power unit price information of the home battery are compared, and the power source with the lowest unit price is the most expensive. A charge / discharge determination unit for determining charge / discharge of the home battery and the on-vehicle battery in order to distribute power to a power source of a unit price;
Connected to the commercial power, the home battery, and the in-vehicle battery device, and based on the determination of the charge / discharge determination unit, charging from the commercial power or the home battery to the in-vehicle battery, and from the in-vehicle battery to the house An in-vehicle battery control system comprising an indoor load or a second charge / discharge control unit for controlling discharge to the household battery. Storing unit price information of commercial power, unit price information of a battery charged with the commercial power and discharged to a house load, and unit price information of the in-vehicle battery obtained from the in-vehicle battery device;
Calculating and updating the power unit price information of the home battery based on the power unit price information of the commercial power, the power unit price information of the household battery, and the power unit price information of the in-vehicle battery;
Compare the power unit price information of the commercial power, the power unit price information of the household battery, and the power unit price information of the in-vehicle battery, and distribute the power from the cheapest unit price power source to the most expensive unit price power source. Determining the charge and discharge of the battery and the vehicle battery;
Based on the determination result of the step of determining charging / discharging of the home battery and the in-vehicle battery, charging from the commercial power to the home battery or the in-vehicle battery, and from the home battery to the indoor load or the in-vehicle battery. And a step of controlling discharge from the in-vehicle battery to the indoor load or the household battery. The power unit price information of the commercial power is power unit price information when the cost calculation unit calculates and updates the power unit price information of the home battery,
6. The home battery control method according to claim 5 , wherein the power unit price information of the home battery is average power unit price information. Storing unit price information of an in-vehicle battery charged with a plurality of power sources and driving a motor, and storing unit price information of each of the plurality of power sources;
Based on the charge / discharge state of the in-vehicle battery in the step of controlling the charge / discharge of the in-vehicle battery, the power unit price information of each of the plurality of power supplies, and the power unit price information of the in-vehicle battery, Calculating and updating;
Storing unit price information of a household battery charged with commercial power and the in-vehicle battery and discharging to a house load; unit price information of the commercial power; and unit price information of the in-vehicle battery;
Calculating and updating the power unit price information of the home battery based on the power unit price information of the commercial power, the power unit price information of the in-vehicle battery, and the power unit price information of the home battery;
Compare the power unit price information of the commercial power, the power unit price information of the in-vehicle battery, and the power unit price information of the household battery, and distribute the power from the cheapest unit price power source to the most expensive unit price power source. Determining the charge and discharge of the battery and the vehicle battery;
Based on the determination result of the step of determining charging / discharging of the home battery and the in-vehicle battery, charging from the commercial power or the in-vehicle battery to the home battery, and from the home battery to the indoor load or the in-vehicle battery And a method for controlling the discharge of the battery. Storing unit price information of an in-vehicle battery charged with a plurality of power sources and driving a motor, and storing unit price information of each of the plurality of power sources;
Based on the charge / discharge state of the in-vehicle battery in the step of controlling the charge / discharge of the in-vehicle battery, the power unit price information of each of the plurality of power supplies, and the power unit price information of the in-vehicle battery, Calculating and updating;
Storing unit price information of a household battery charged with commercial power and the in-vehicle battery and discharging to a house load; unit price information of the commercial power; and unit price information of the in-vehicle battery;
Calculating and updating the power unit price information of the home battery based on the power unit price information of the commercial power, the power unit price information of the in-vehicle battery, and the power unit price information of the home battery;
Compare the power unit price information of the commercial power, the power unit price information of the in-vehicle battery, and the power unit price information of the household battery, and distribute the power from the cheapest unit price power source to the most expensive unit price power source. Determining the charge and discharge of the battery and the vehicle battery;
Based on the determination result of the step of determining charging / discharging of the home battery and the in-vehicle battery, charging from the commercial power or the home battery to the in-vehicle battery, and from the in-vehicle battery to the indoor load or the home battery The vehicle-mounted battery control method characterized by comprising the step of controlling the discharge of the battery. A household battery that is charged with commercial power and discharged to a house load;
A connector to which an in-vehicle battery device mounted with the in-vehicle battery charged with the commercial power or the home battery and discharged to the indoor load or the home battery is connected;
CO2 emission basic unit information for storing the CO2 emission basic unit information of the commercial power, the CO2 emission basic unit information of the household battery, and the CO2 emission basic unit information of the in-vehicle battery obtained from the in-vehicle battery device And
Based on the CO2 emission basic unit information of the commercial power stored in the CO2 emission basic unit storage unit, the CO2 emission basic unit information of the household battery, and the CO2 emission basic unit information of the in-vehicle battery, A CO2 emission calculation unit that calculates and updates CO2 emission intensity information for household batteries;
Compare the CO2 emission basic unit information of the commercial power stored in the CO2 emission basic unit storage unit, the CO2 emission basic unit information of the household battery, and the CO2 emission basic unit information of the in-vehicle battery, A charge / discharge determination unit for determining charge / discharge of the home battery and the in-vehicle battery in order to distribute power from the cheapest basic unit power source to the most expensive basic unit power source;
Connected to the commercial power, the home battery, and the connector, and based on the determination of the charge / discharge determination unit, charging from the commercial power to the home battery or the in-vehicle battery, and from the home battery to the indoor load Alternatively, a home battery control device comprising: a charge / discharge control unit that controls discharge to the in-vehicle battery and discharge from the in-vehicle battery to the house load or the home battery. The CO2 emission basic unit information of the commercial power is CO2 emission basic unit information at the time when the CO2 emission calculation unit calculates and updates the CO2 emission basic unit information of the household battery,
10. The home battery control apparatus according to claim 9 , wherein the CO2 emission basic unit information of the home battery is average CO2 emission basic unit information. An in-vehicle battery that is charged by a plurality of power supplies and drives a motor;
A first charge / discharge control unit for controlling charge / discharge of the in-vehicle battery;
A CO2 emission basic unit information of each of the plurality of power supplies, and a first CO2 emission basic unit storage unit for storing CO2 emission basic unit information of the in-vehicle battery;
Based on the CO2 emission basic unit information of each of the plurality of power sources stored in the first CO2 emission basic unit storage unit and the CO2 emission basic unit information of the in-vehicle battery, the CO2 emission of the in-vehicle battery An in-vehicle battery device comprising a first CO2 emission calculation unit that calculates and updates the basic unit information;
A household battery charged with commercial power and the on-board battery and discharged to a load in the house;
A second CO2 emission intensity storage unit for storing the CO2 emission intensity information of the commercial power, the CO2 emission intensity information of the vehicle-mounted battery, and the CO2 emission intensity information of the household battery;
Based on the commercial power CO2 emission basic unit information, the in-vehicle battery CO2 emission basic unit information, and the household battery CO2 emission basic unit information stored in the second CO2 emission basic unit storage unit A second CO2 emission calculation unit for calculating and updating the CO2 emission basic unit information of the household battery,
Comparing the CO2 emission basic unit information of the commercial power stored in the second CO2 emission basic unit storage unit, the CO2 emission basic unit information of the in-vehicle battery, and the CO2 emission basic unit information of the home battery A charge / discharge determining unit for determining charge / discharge of the home battery and the in-vehicle battery in order to distribute power from the cheapest basic unit power source to the most expensive basic unit power source;
Connected to the commercial power, the household battery, and the in-vehicle battery device, and based on the determination of the charge / discharge determination unit, charging from the commercial power or the in-vehicle battery to the household battery, and from the household battery to the house A home battery control system comprising a second charge / discharge control unit for controlling discharge to an indoor load or the vehicle battery. An in-vehicle battery that is charged by a plurality of power supplies and drives a motor;
A first charge / discharge control unit for controlling charge / discharge of the in-vehicle battery;
A CO2 emission basic unit information of each of the plurality of power supplies, and a first CO2 emission basic unit storage unit for storing CO2 emission basic unit information of the in-vehicle battery;
Based on the CO2 emission basic unit information of each of the plurality of power sources stored in the first CO2 emission basic unit storage unit and the CO2 emission basic unit information of the in-vehicle battery, the CO2 emission of the in-vehicle battery An in-vehicle battery device comprising a first CO2 emission calculation unit that calculates and updates the basic unit information;
A household battery charged with commercial power and the on-board battery and discharged to a load in the house;
A second CO2 emission intensity storage unit for storing the CO2 emission intensity information of the commercial power, the CO2 emission intensity information of the vehicle-mounted battery, and the CO2 emission intensity information of the household battery;
Based on the commercial power CO2 emission basic unit information, the in-vehicle battery CO2 emission basic unit information, and the household battery CO2 emission basic unit information stored in the second CO2 emission basic unit storage unit A second CO2 emission calculation unit for calculating and updating the CO2 emission basic unit information of the household battery,
Comparing the CO2 emission basic unit information of the commercial power stored in the second CO2 emission basic unit storage unit, the CO2 emission basic unit information of the in-vehicle battery, and the CO2 emission basic unit information of the home battery A charge / discharge determining unit for determining charge / discharge of the home battery and the in-vehicle battery in order to distribute power from the cheapest basic unit power source to the most expensive basic unit power source;
Connected to the commercial power, the home battery, and the in-vehicle battery device, and based on the determination of the charge / discharge determination unit, charging from the commercial power or the home battery to the in-vehicle battery, and from the in-vehicle battery to the house An in-vehicle battery control system comprising an indoor load or a second charge / discharge control unit for controlling discharge to the household battery. CO2 emission basic unit information of commercial power, CO2 emission basic unit information of the battery charged with the commercial power and discharged to the house load, and CO2 emission basic unit information of the in-vehicle battery obtained from the in-vehicle battery device The step of memorizing
Based on the CO2 emission basic unit information of the commercial power, the CO2 emission basic unit information of the household battery, and the CO2 emission basic unit information of the in-vehicle battery, the CO2 emission basic unit information of the household battery is calculated. A step to update,
Compare the CO2 emission basic unit information of the commercial power, the CO2 emission basic unit information of the household battery, and the CO2 emission basic unit information of the in-vehicle battery, and the most expensive basic unit from the power source of the cheapest basic unit Determining the charge / discharge of the home battery and the in-vehicle battery to distribute power to the power source of
Based on the determination result of the step of determining charging / discharging of the home battery and the in-vehicle battery, charging from the commercial power to the home battery or the in-vehicle battery, and from the home battery to the indoor load or the in-vehicle battery. And a step of controlling discharge from the in-vehicle battery to the indoor load or the household battery. The CO2 emission basic unit information of the commercial power is CO2 emission basic unit information at the time when the CO2 emission calculation unit calculates and updates the CO2 emission basic unit information of the household battery,
14. The household battery control method according to claim 13 , wherein the CO2 emission basic unit information of the household battery is average CO2 emission basic unit information. Storing CO2 emission basic unit information of an in-vehicle battery that is charged by a plurality of power sources and drives a motor, and storing CO2 emission basic unit information of each of the plurality of power sources;
Based on the charging / discharging state of the in-vehicle battery in the step of controlling charging / discharging of the in-vehicle battery, the CO2 emission basic unit information of each of the plurality of power supplies, and the CO2 emission basic unit information of the in-vehicle battery. Calculating and updating battery CO2 emission intensity information;
CO2 emission basic unit information of household battery charged with commercial power and the on-vehicle battery and discharged to a house load, CO2 emission basic unit information of the commercial power, and CO2 emission basic unit information of the on-vehicle battery The step of memorizing
Based on the CO2 emission basic unit information of the commercial power, the CO2 emission basic unit information of the in-vehicle battery, and the CO2 emission basic unit information of the household battery, the CO2 emission basic unit information of the household battery is calculated. A step to update,
Compare the CO2 emission basic unit information of the commercial power, the CO2 emission basic unit information of the in-vehicle battery, and the CO2 emission basic unit information of the household battery, and the most expensive basic unit from the power source of the cheapest basic unit Determining the charge / discharge of the home battery and the in-vehicle battery to distribute power to the power source of
Based on the determination result of the step of determining charging / discharging of the home battery and the in-vehicle battery, charging from the commercial power or the in-vehicle battery to the home battery, and from the home battery to the indoor load or the in-vehicle battery And a method for controlling the discharge of the battery. Storing CO2 emission basic unit information of an in-vehicle battery that is charged by a plurality of power sources and drives a motor, and storing CO2 emission basic unit information of each of the plurality of power sources;
Based on the charging / discharging state of the in-vehicle battery in the step of controlling charging / discharging of the in-vehicle battery, the CO2 emission basic unit information of each of the plurality of power supplies, and the CO2 emission basic unit information of the in-vehicle battery. Calculating and updating battery CO2 emission intensity information;
CO2 emission basic unit information of household battery charged with commercial power and the on-vehicle battery and discharged to a house load, CO2 emission basic unit information of the commercial power, and CO2 emission basic unit information of the on-vehicle battery The step of memorizing
Based on the CO2 emission basic unit information of the commercial power, the CO2 emission basic unit information of the in-vehicle battery, and the CO2 emission basic unit information of the household battery, the CO2 emission basic unit information of the household battery is calculated. A step to update,
Compare the CO2 emission basic unit information of the commercial power, the CO2 emission basic unit information of the in-vehicle battery, and the CO2 emission basic unit information of the household battery, and the most expensive basic unit from the power source of the cheapest basic unit Determining the charge / discharge of the home battery and the in-vehicle battery to distribute power to the power source of
Based on the determination result of the step of determining charging / discharging of the home battery and the in-vehicle battery, charging from the commercial power or the home battery to the in-vehicle battery, and from the in-vehicle battery to the indoor load or the home battery The vehicle-mounted battery control method characterized by comprising the step of controlling the discharge of the battery.

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