Energy utilization system

Abstract

The objective of this invention is to enable the power generated by a renewable energy power generation device to contribute to the charging of many electric transport vehicles. [Solution] The energy utilization system (1) comprises multiple houses (2) to be built on multiple neighboring plots of land, multiple natural energy power generation devices (8) to be installed on each of the multiple plots of land, and multiple parking spaces (6) to be installed on each of the multiple plots of land. During the power generation period of the natural energy power generation devices (8), the batteries (12) of multiple electric transport vehicles (10) parked in each of the multiple parking spaces (6) are charged by the multiple natural energy power generation devices (8), and during the non-power generation period of the natural energy power generation devices (8), the charged power is exchanged between the batteries (12) of the multiple electric transport vehicles (10).

Description

Technical Field

[0001] The present invention relates to an energy utilization system.

Background Art

[0002] Patent Document 1 discloses a power system having a mechanism that bundles a large number of distributed energy resources (DERs) by using advanced energy management technology utilizing IoT (Internet of Things) and functions like a single power plant by remotely and integrally controlling these DERs. As DERs, stationary batteries and electric vehicles are used. The power system includes a grid power source, a server, a plurality of stationary batteries, a plurality of electric vehicles, a plurality of EVSEs (Electric Vehicle Service Equipment), and a plurality of houses. Some of the plurality of houses are houses equipped with a HEMS (Home Energy Management System) for controlling home appliances, and the rest are houses not equipped with HMES. The stationary battery is provided in a house equipped with a HEMS, and the charging and discharging of the stationary battery are controlled by the HEMS. The HEMS controls the charging and discharging of the DERs based on the charging and discharging plan transmitted from the server. The EVSE is a power supply device corresponding to V2H (Vehicle to Home) or V2G (Vehicle to Grid), converts the AC power supplied from the power grid into DC power, and charges the battery of the electric vehicle. The DC power discharged from the battery of the EV battery electric vehicle is converted into AC power and supplied to the home appliances of the house. The EVSE provided in a house equipped with a HEMS is controlled by the HEMS, and the EVSE provided in a house not equipped with a HEMS is controlled by the control unit of the electric vehicle.

[0003] Incidentally, while the house described in Patent Document 1 does not have a solar power generation system installed, solar power generation systems are becoming widespread to realize self-generation. The electricity generated by the solar power generation system is sometimes used to charge stationary batteries or electric vehicle batteries. During the daytime, when the solar power generation system is generating electricity, electric vehicles are often used, so there are many times when the batteries of electric vehicles in use are not charged. At night, even if the electric vehicle has returned to the house's parking lot, the solar power generation system does not generate electricity, so power from the grid is used to charge the electric vehicle. Therefore, it cannot be said with certainty that the electricity generated by the solar power generation system contributes to the charging of electric vehicles. [Prior art documents] [Patent Documents]

[0004] [Patent Document 1] Japanese Patent Publication No. 2024-056241 [Overview of the project] [Problems that the invention aims to solve]

[0005] Therefore, the objective of the present invention is to contribute the power generated by a natural energy power generation device to the charging of many electric transport vehicles. [Means for solving the problem]

[0006] The reference numerals in parentheses below are referenced in Figures 1 and 2.

[0007] To solve the above problems, according to claim 1, Energy utilization system (1), Multiple houses (2) to be built on multiple plots of land adjacent to each other, Multiple natural energy power generation devices (8) are installed on each of the aforementioned multiple sites, The system comprises multiple parking areas (6) installed on each of the aforementioned multiple sites, During the power generation period of the aforementioned natural energy power generation device (8), the batteries (12) of the multiple electric transport vehicles (10) parked in each of the multiple parking areas (6) are each charged by the multiple natural energy power generation devices (8). During periods when the renewable energy power generation device (8) is not generating power, the charging power is exchanged between the batteries (12) of the multiple electric transport vehicles (10). An energy utilization system (1) characterized by the above is provided.

[0008] According to claim 2, The energy utilization system (1) according to claim 1, Multiple power controllers are installed at each of the aforementioned sites and, during the power generation period of the natural energy power generation device (8), supply the electricity generated by the natural energy power generation device (8) to the battery (12) of the electric transport vehicle (10), During periods when the renewable energy power generation device (8) is not generating power, a shared power controller is used to exchange charging power between the batteries (12) of the multiple electric transport vehicles (10), An energy utilization system (1) is provided, characterized by having the following features.

[0009] According to claim 1 or 2 as described above, during the power generation period of the renewable energy power generation device (8), the batteries (12) of multiple electric transport vehicles (10) are each charged by the multiple renewable energy power generation devices (8). During the non-power generation period of the renewable energy power generation device (8), the charging power is exchanged among the batteries (12) of the multiple electric transport vehicles (10). Therefore, even if any of the electric transport vehicles (10) are not parked in the parking area (6) during the power generation period, if any of the other electric transport vehicles (10) are parked in the parking area (6) during the power generation period, the batteries (12) of the other electric transport vehicles (10) are charged by the renewable energy power generation device (8). Thus, if any of the electric transport vehicles (10) return to the parking area (6) during the non-power generation period, the charging power to the batteries (12) of any of the electric transport vehicles (10) is generated by the renewable energy power generation device (8). Therefore, the electricity generated by the renewable energy power generation device (8) contributes to charging many electric transport vehicles (10).

[0010] According to claim 3, In the energy utilization system (1) described in claim 2, The shared power controller exchanges the charging power among the batteries (12) of the multiple electric transport vehicles (10) until the charge level of each battery (12) of the multiple electric transport vehicles (10) reaches a set value determined based on the operating history of each of the multiple electric transport vehicles (10). An energy utilization system (1) characterized by the above is provided.

[0011] According to claim 3 described above, the battery (12) of the electric transport vehicle (10) is charged or discharged until the charge level of the battery (12) reaches a set value determined based on the operation history. Therefore, the past operating trends of the electric transport vehicle (10) are reflected in the charge level of the battery (12), and the charge level of the battery (12) becomes appropriate without being excessive or insufficient.

[0012] According to claim 4, In the energy utilization system (1) described in claim 3, The operation history includes the operating rate, a data series of travel distances arranged daily in time series, a data series of speeds arranged in time series, a data series of accelerations arranged in time series, or a data series of remaining charge levels arranged in time series, based on the measured values ​​of the remaining charge in the battery (12) of the electric transporter (10). An energy utilization system (1) characterized by the above is provided.

[0013] According to claim 4 as described above, the battery (12) of the electric transport vehicle (10) is charged or discharged until the amount of charge in the battery (12) reaches a set value determined based on the operating rate, travel distance data series, speed data series, acceleration data series, or remaining charge data series. Therefore, the past operating trends of the electric transport vehicle (10) are reflected in the amount of charge in the battery (12), and the amount of charge in the battery (12) becomes appropriate without being excessive or insufficient.

[0014] According to claim 5, In the energy utilization system (1) described in claim 3 or 4, A management device (66) manages the operation history of each of the multiple electric transport machines (10) and determines a set value based on the operation history of each of the multiple electric transport machines (10). An energy utilization system (1) is provided, characterized by having the following features.

[0015] According to claim 5 described above, the operation history of each of the multiple electric transporters (10) is managed by the management device (66), and the set value of the charge amount for each of the multiple electric transporters (10) is determined by the management device (66).

[0016] According to claim 6, In the energy utilization system (1) described in claim 2, The shared power controller switches charging power among the batteries (12) of the plurality of electric transport devices (10) until the charge level of each battery (12) of the plurality of electric transport devices (10) reaches a set value determined based on the daily schedule of each of the plurality of electric transport devices (10) for the next day. An energy utilization system (1) is provided, characterized in that.

[0017] According to claim 6 as described above, until the charge level of the battery (12) of the electric transport device (10) reaches the set value determined based on the daily schedule for the next day, the battery (12) is charged or discharged, so that the charge level of the battery (12) becomes appropriate without excess or deficiency.

[0018] According to claim 7, In the energy utilization system (1) according to claim 6, ​​​​​​​​​​​​​​​​​​​​According to claim 8 described above, the daily schedule of each of the multiple electric transporters (10) is managed by the management device (66), and the set value of the charge amount of each of the multiple electric transporters (10) is determined by the management device (66).

[0022] According to claim 9, In the energy utilization system (1) according to claim 1, 2, 3, 4, 6, or 7, The aforementioned natural energy power generation device (8) is a solar power generation panel, the power generation period is daytime, and the non-power generation period is nighttime. An energy utilization system (1) characterized by the above is provided.

[0023] According to claim 9 as described above, the power generation time and non-power generation time are in line with the rhythm of human life. In other words, even if the electric transport vehicle (10) is not parked in the parking lot (6) during the day, if the electric transport vehicle (10) returns to the parking lot (6) at night, the power used to charge the battery (12) of the electric transport vehicle (10) is generated by the natural energy power generation device (8). Therefore, the power generated by the natural energy power generation device (8) contributes to charging many electric transport vehicles (10). [Effects of the Invention]

[0024] According to the present invention, electricity generated by a natural energy power generation device contributes to the charging of many electric transport vehicles. [Brief explanation of the drawing]

[0025] [Figure 1] Figure 1 is an external view of the energy utilization system. [Figure 2] Figure 2 is a block diagram of the energy utilization system. [Modes for carrying out the invention]

[0026] Embodiments will be described below with reference to the drawings. The features and technical effects of the embodiments will be understood from the following detailed description and drawings. However, the scope of the present invention is not limited to the embodiments disclosed below. The scope of the present invention is not limited to the examples in the drawings, as the drawings are provided for illustrative purposes only.

[0027] <1. Energy Utilization System> Figure 1 is an overview diagram of energy utilization system 1 installed in a consolidated area such as a city block. Figure 2 is a block diagram of energy utilization system 1.

[0028] The energy utilization system 1 comprises multiple houses 2, multiple parking lots 6, multiple renewable energy power generation devices 8, multiple electric transport vehicles 10, multiple distribution boards 42, multiple main meters 44, multiple individual control devices 46, multiple power controllers 50, multiple power converters 52 for transport vehicles, multiple power converters 54 for batteries, multiple stationary batteries 56, multiple private power generation meters 58, an integrated control device 66, and a shared power controller 70.

[0029] In the design phase before the construction of Energy Utilization System 1, the annual energy balance is simulated based on input information, and the power generation capacity of the renewable energy power generation device, the storage capacity of the stationary battery, and the storage capacity of the electric transport vehicle are proposed. Energy Utilization System 1 is then designed based on these proposals. Energy Utilization System 1 is constructed under such a design. Input information includes, for example, housing performance, location conditions, weather conditions, equipment specifications, the number of houses 2, the number of residents in each house 2, the lifestyle of the residents in each house 2, the number of electric transport vehicles, the specifications of the electric transport vehicles or the driving patterns of the electric transport vehicles, or a combination of two or more of these. Such proposals contribute to understanding the equipment necessary for the construction of Energy Utilization System 1 during the design phase.

[0030] Multiple houses are built on several adjacent plots of land within a contiguous area, such as a city block. This area is divided into these plots, and it is possible to move between them via roads.

[0031] House 2 is a detached house. The structure of House 2 is made of wood, reinforced concrete, or steel-reinforced concrete. The structure of House 2 may also be a hybrid structure combining two or more of the following: wood, reinforced concrete, and steel-reinforced concrete. House 2 is a property rented to the resident of House 2 or a property owned by the resident of House 2.

[0032] The residents of these residences 2 share a common power controller 70 and an integrated management device 66. The integrated management device 66 is connected to an information and communication network such as the Internet. The integrated management device 66 may be installed in a data center. The integrated management device 66 is a server host machine composed of computer systems. The integrated management device 66 may consist of a single computer system, or it may consist of multiple computer systems capable of distributed or parallel processing. The integrated management device 66 may be a cloud computing system. The shared power controller 70 includes a DC / DC converter, a switch, and a control circuit. The shared power controller 70 may also include a DC / AC converter and an AC / DC converter. The shared power controller 70 may also include a buffer capacitor. The shared power controller 70 is connected to a plurality of transport vehicle power converters 52. The shared power controller 70 exchanges power with the transport vehicle power converters 52 described later and moves power between the transport vehicle power converters 52. The shared power controller 70 periodically measures the amount of charge remaining in the battery 12 of the electric transport vehicle 10 connected to each transport vehicle power converter 52 through each transport vehicle power converter 52. Each time the charge amount is measured, the shared power controller 70 transmits the measured value of the charge amount for each electric transport vehicle 10 to the integrated management device 66.

[0033] Each site includes two houses, a parking area of ​​six, and a renewable energy power generation device of eight. Parking area six can accommodate one or more transport aircraft. Transport aircraft refer to four-wheeled vehicles, motorcycles, or aerial transport aircraft. Aerial transport aircraft are multi-wing aircraft capable of hovering, also known as drones. Aerial transport aircraft can be manned or unmanned. A roof may be installed over parking area six.

[0034] The renewable energy power generation device 8 may be installed anywhere on the property. For example, the renewable energy power generation device 8 may be installed on the roof of house 2, the roof of parking 6, or in the garden. Part of the renewable energy power generation device 8 may be installed on the roof of house 2, and the remaining part may be installed on the roof of parking 6.

[0035] The renewable energy power generation device 8 generates DC power from natural energy. If the power generation principle of the renewable energy power generation device 8 is to generate AC power using an induction motor or the like, such as a wind turbine, the renewable energy power generation device 8 has an AC / DC converter that converts that AC power into DC power.

[0036] In the example shown in Figure 1, the renewable energy power generation device 8 has multiple photovoltaic panels that generate DC power from solar energy. In addition to or instead of photovoltaic panels, the renewable energy power generation device 8 may also have other power generation devices, such as wind turbines.

[0037] If the renewable energy power generation device 8 is a solar power generation panel, the renewable energy power generation device generates electricity during the day and does not generate electricity at night. The time of day when the renewable energy power generation device 8 generates electricity is called the power generation time, and the time of day when the renewable energy power generation device 8 does not generate electricity is called the non-power generation time.

[0038] The electric transport aircraft 10 is parked in Parking 6. The electric transport aircraft 10 is a private aircraft, but it may also be a leased or rented aircraft. A private aircraft is one in which ownership of the electric transport aircraft 10 belongs to a resident of House 2. A leased aircraft is one that is leased to a resident of House 2 under a lease agreement. A rented aircraft is one in which ownership of the electric transport aircraft 10 belongs to a rental service provider or sharing service provider and it is leased to a user of the electric transport aircraft 10. The lenders may be limited to residents of House 2, or they may be open to outsiders as well as residents of House 2.

[0039] The electric transport vehicle 10 is an electric four-wheeled vehicle, an electric two-wheeled vehicle, or an electric multi-wing aircraft. The electric transport vehicle 10 includes a rechargeable battery 12, an electric motor driven by the power of the battery 12, a transport vehicle body that moves or flies using the power of the electric motor, and a control device. The electric transport vehicle 10 may also be a plug-in hybrid transport vehicle that has a prime mover.

[0040] Battery 12 has multiple small batteries, and these small batteries may be detachable and removable from the transport vehicle body. The number of small batteries in battery 12 may be increased or decreased. Reducing the number of small batteries contributes to reducing the weight of the electric transport vehicle 10 and improving the fuel efficiency of the electric transport vehicle 10. The small batteries in battery 12 may be replaced with charged small batteries, and such replacement services may be implemented, or small battery rental services may be implemented. Casters may be attached to the small batteries of battery 12 to facilitate their transport.

[0041] During the daytime, that is, during the power generation period, residents of House 2 tend to go out using the electric transport vehicle 10, and Parking 6 tends to be empty. At night, that is, during the non-power generation period, residents of House 2 usually return home, and the electric transport vehicle 10 tends to be parked in Parking 6.

[0042] The electric transport vehicle 10 has electronic equipment 14, such as a navigation system, installed inside the transport vehicle body. The electronic equipment 14 may be detachable from the transport vehicle body of the electric transport vehicle 10 and may also be portable. The electronic equipment 14, the individual control device 46, and the electric transport vehicle 10 are linked to each other. The electric transport vehicle 10, on which the electronic equipment 14 is installed, is parked in the parking lot 6 on the premises of the house 2, where the individual control device 46 linked to the electronic equipment 14 is installed.

[0043] The electronic device 14 is connected to an information and communication network such as the Internet. The electronic device 14 includes a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), RAM (Random Access Memory), ROM (Read Only Memory), storage, a communication device, a GNSS positioning device, an input device, and a display device.

[0044] The electronic device 14 has the function of determining the current position of the electric transport vehicle 10 based on signals received from multiple satellites. The electronic device 14 has the function of displaying a map. The electronic device 14 has the function of displaying the current position of the electric transport vehicle 10 on a map. The electronic device 14 has the function of communicating with the control device of the electric transport vehicle 10 and obtaining a measured value of the remaining charge amount in the battery 12 from the control device of the electric transport vehicle 10. The electronic device 14 has the function of searching for a route from the current position of the electric transport vehicle 10 to the destination. The charge amount of the battery 12 at the time of the route search may be taken into consideration. When searching for a route, the electronic device 14 may calculate the amount of power consumption required for the electric transport vehicle 10 to move along that route. The electronic device 14 has the function of displaying the route from the current position of the electric transport vehicle 10 to the destination. The electronic device 14 has the function of displaying the calculated amount of power consumption. The route may have waypoints set between the current position and the destination. The waypoints may be charge / discharge stations that can charge and discharge the battery 12 of the electric transport vehicle 10. The charging and discharging station may be a retail store, commercial facility, or public facility. Discharging at the charging and discharging station may be for selling electricity. Charging at the charging and discharging station may be for purchasing electricity. The electronic device 14 has a function to store the operation history of the electric transport vehicle 10. The operation history has a position data sequence arranged in chronological order of the positions of the electric transport vehicle 10. The operation history may have a distance traveled data sequence arranged in chronological order of the distance the electric transport vehicle 10 travels in a day. The operation history may have a speed data sequence arranged in chronological order of the speed at which the electric transport vehicle 10 moves. The operation history may have an acceleration data sequence arranged in chronological order of the acceleration of the electric transport vehicle 10. The operation history may have a remaining charge data sequence arranged in chronological order of the measured amount of charge remaining in the battery 12 of the electric transport vehicle 10. The operation history may have the utilization rate of the electric transport vehicle 10. The utilization rate is the value obtained by dividing the actual operating time of the electric transport vehicle 10 per day by 24 hours. The daily operating time of the electric transport machine 10 may be the average value of past hours, and the average value may be the arithmetic mean, weighted mean, geometric mean, harmonic mean, trimmed mean, or moving mean.

[0045] The electronic device 14 immediately transmits the difference in the operation history to the individual management device 46. The difference in the operation history refers to the difference between the operation history before the update and the operation history after the update when the operation history is updated.

[0046] Each house 2 is equipped with a distribution board 42, a main meter 44, an individual control device 46, a power controller 50, a private power generation meter 58, a battery power converter 54, and a stationary battery 56. The distribution board 42, main meter 44, power controller 50, private power generation meter 58, battery power converter 54, and stationary battery 56 may be installed either inside or outside of house 2. Each parking area 6 is equipped with a transport vehicle power converter 52. When multiple electric transport vehicles 10 are parked in a parking area 6, multiple transport vehicle power converters 52 are installed in that parking area 6, and each of the multiple electric transport vehicles 10 is connected to one of the multiple transport vehicle power converters 52. Alternatively, multiple electric transport vehicles 10 are connected in series or in parallel to a single transport vehicle power converter 52.

[0047] The distribution board 42 has circuit breakers and switches. The distribution board 42 receives AC power from the grid power supply 30. The distribution board 42 distributes the AC power supplied to it to the loads 48 and individual control devices 46 connected to the distribution board 42 via the in-house wiring network wired to the house 2. The loads 48 and individual control devices 46 receive power from the distribution board 42 and operate by consuming that power. The loads 48 are electrical devices such as lighting fixtures, refrigerators, air conditioners, water heaters, communication network equipment (routers, wireless base stations, wireless repeaters, telephones, etc.), televisions, audio equipment, recording devices, or kitchen appliances.

[0048] The main meter 44 periodically measures the power and energy supplied from the grid power supply 30 to the distribution board 42. The measurement period for power and energy is variable or fixed. The power measured by the main meter 44 is the total power consumption consumed by the house 2, and the energy measured by the main meter 44 is the time integral of that total power consumption. Each time power and energy are measured, the main meter 44 transmits the measured values ​​of power and energy to the individual management device 46.

[0049] The power controller 50 is connected to the distribution board 42, the renewable energy power generation device 8, the transport vehicle power converter 52, and the battery power converter 54. The power controller 50 is a power conditioner that includes a DC / DC converter, a DC / AC converter, an AC / DC converter, a switch, and a control circuit.

[0050] During the daytime, that is, during the power generation period, the power controller 50 receives a supply of DC power output by the renewable energy power generation device 8. The private power generation meter 58 periodically measures the power and energy supplied from the natural energy power generation device 8 to the power controller 50. The measurement period for power and energy is variable or fixed. The power measured by the private power generation meter 58 is the power generated by the natural energy power generation device 8, and the energy measured by the private power generation meter 58 is the time integral of that power. Each time power and energy are measured, the private power generation meter 58 transmits the measured values ​​of power and energy to the individual management device 46.

[0051] During the daytime, that is, during the power generation period, the power controller 50 adjusts the voltage of the DC power supplied from the natural energy power generation device 8 using a DC / DC converter, and distributes the DC power adjusted by the DC / DC converter to the battery power converter 54 and the transport equipment power converter 52.

[0052] The battery power converter 54 is connected to the stationary battery 56. The battery power converter 54 is a power conditioner that includes a bidirectional DC / DC converter and a control circuit. The battery power converter 54 charges and discharges the stationary battery 56. When charging the stationary battery 56, the battery power converter 54 adjusts the voltage of the DC power supplied from the power controller 50 using the bidirectional DC / DC converter and supplies the adjusted DC power to the stationary battery 56. When discharging the stationary battery 56, the battery power converter 54 adjusts the voltage of the DC power discharged from the stationary battery 56 using the bidirectional DC / DC converter and supplies the adjusted DC power to the power controller 50.

[0053] During the daytime, i.e., during power generation hours, the battery power converter 54 charges the stationary battery 56 with power supplied from the power controller 50. At night, i.e., during non-power generation hours, the battery power converter 54 discharges the stationary battery 56, and the battery power converter 54 supplies the discharged power to the power controller 50, which in turn supplies the discharged power to the distribution board 42. The distribution board 42 distributes the discharged power supplied from the power controller 50 to the load 48 and individual control devices 46, thereby reducing the amount of power supplied from the grid power supply 30 to the load 48 and individual control devices 46 via the distribution board 42.

[0054] The stationary battery 56 may be removable from its installation location. The stationary battery 56 may have multiple small batteries, and these small batteries may be separable and removable from its installation location. Casters may be attached to the small batteries to facilitate the transport of the small batteries of the stationary battery 56. The small batteries of the stationary battery 56 may be replaced with uncharged small batteries, and such replacement services may be implemented, or small battery rental services may be implemented. The small batteries of the stationary battery 56 may be interchangeable with the small batteries of battery 12. Even if the small batteries of the stationary battery 56 are replaced with battery 12 of the electric transport vehicle 10, the electric motor of the electric transport vehicle 10 can still be driven by the power of battery 12. Even if the small batteries of the stationary battery 56 are replaced with battery 12 of the electric transport vehicle 10, the transport vehicle power converter 52 can still charge and discharge battery 12. Even if the small battery in the battery 12 of the electric transport vehicle 10 is replaced with a stationary battery 56, the battery power converter 54 can still charge and discharge the stationary battery 56. Furthermore, the battery power converter 54 and the stationary battery 56 do not necessarily need to be installed.

[0055] The transport vehicle power converter 52 is a power conditioner having a bidirectional DC / DC converter, a plugged charge / discharge cable, and a control circuit. By connecting the plugged charge / discharge cable to the plug of the electric transport vehicle 10, the transport vehicle power converter 52 is connected to the battery 12 of the electric transport vehicle 10, and the transport vehicle power converter 52 charges and discharges the battery 12 of the electric transport vehicle 10. The transport vehicle power converter 52 may have a contactless power supply 53 installed in the parking 6 instead of a plugged charge / discharge cable. When the electric transport vehicle 10 is parked on the contactless power supply 53, the transport vehicle power converter 52 charges and discharges the battery 12 of the electric transport vehicle 10 contactlessly. The method of power transfer between the contactless power supply 53 and the electric transport vehicle 10 is an electromagnetic coupling method, a magnetic field resonance method, or an electric field coupling method.

[0056] When charging the battery 12 of the electric transport vehicle 10, the transport vehicle power converter 52 adjusts the voltage of the DC power supplied from the power controller 50 using a bidirectional DC / DC converter, and supplies the adjusted DC power to the battery 12 of the electric transport vehicle 10. When discharging the battery 12 of the electric transport vehicle 10, the transport vehicle power converter 52 adjusts the voltage of the DC power discharged from the battery 12 of the electric transport vehicle 10 using a bidirectional DC / DC converter, and supplies the adjusted DC power to the power controller 50.

[0057] During the daytime, i.e., during power generation hours, the transport vehicle power converter 52 charges the battery 12 of the electric transport vehicle 10 with power supplied from the power controller 50. However, if the electric transport vehicle 10 is not connected to the transport vehicle power converter 52, the transport vehicle power converter 52 does not charge. At night, i.e., during non-power generation hours, the charging power of the battery 12 is exchanged among multiple electric transport vehicles 10. The exchange of charging power will be explained in detail later.

[0058] The power controller 50 and the distribution board 42 exchange AC power with each other. During the daytime, i.e., during the power generation period, if surplus power is generated in the battery power converter 54 and the transport equipment power converter 52, the power controller 50 may or may not convert the surplus power to AC using a DC / AC converter and supply it to the distribution board 42. Surplus power refers to the amount exceeding the charging power of the battery power converter 54 and the transport equipment power converter 52 when the power generated by the natural energy power generation device 8 exceeds the charging power of the battery power converter 54 and the transport equipment power converter 52. By distributing the surplus power supplied from the power controller 50 to the load 48 and the individual control device 46, the power supplied from the grid power supply 30 to the load 48 and the individual control device 46 via the distribution board 42 is reduced.

[0059] If a power shortage occurs in the battery power converter 54 and the transport power converter 52 during the daytime, that is, during the power generation period, the power controller 50 may or may not receive the supply of the shortage from the distribution board 42. A power shortage refers to the difference when the power generated by the natural energy power generation device 8 falls below the charging power of the battery power converter 54 and the transport power converter 52. The power controller 50 converts the shortage power supplied from the distribution board 42 into DC and then distributes it to the battery power converter 54 and the transport power converter 52.

[0060] The power controller 50 periodically measures the amount of charge remaining in the stationary battery 56 through the battery power converter 54. Each time the charge level is measured, the power controller 50 transmits the measured value to the individual management device 46.

[0061] The power controller 50 periodically measures the amount of charge remaining in the battery 12 of the electric transport vehicle 10 connected to the transport vehicle power converter 52 via the transport vehicle power converter 52. Each time the charge amount is measured, the power controller 50 transmits the measured value of the charge amount to the individual management device 46.

[0062] The distribution board 42, main meter 44, in-house wiring network, power controller 50, private generator meter 58, battery power converter 54, stationary battery 56, and transport equipment power converter 52 may be installed above the ground line of the site to prevent flooding during floods. In particular, the outlets of the in-house wiring network may be installed at a position higher than the ground line of the site.

[0063] The individual management device 46 is connected to an information and communication network such as the Internet. The individual management device 46 consists of a general-purpose computer system or a dedicated computer system. A general-purpose computer system refers to a computer system such as a mobile phone, smartphone, tablet computer, laptop computer, or desktop computer on which a general-purpose OS (Operating System) is installed. Examples of general-purpose OSs include Windows®, Android®, iOS®, macOS®, Linux®, or Unix®. The general-purpose OS has programs installed to perform monitoring, management, control, power monitoring, power management, and power control of the load 48. A dedicated computer system refers to a computer system installed on the wall of a house 2, etc., and specialized in the functions of monitoring, managing, control, power monitoring, power management, and power control of the load 48. For example, a HEMS (Home Energy Management System) controller is an example of a dedicated computer system.

[0064] Each time the individual management device 46 receives a measured value of the charge level of the stationary battery 56 from the power controller 50, it stores the measured value in chronological order. This allows the individual management device 46 to accumulate a data sequence of the measured values ​​of the stationary battery 56 in chronological order. Each time the individual management device 46 receives a measured value of the charge level of the stationary battery 56 from the power controller 50, it updates and displays the latest measured value of the charge level of the stationary battery 56. The individual management device 46 displays the data sequence of the measured values ​​of the charge level of the stationary battery 56 in a graph. This graph represents the trend of the measured value of the charge level of the stationary battery 56.

[0065] Each time the individual control device 46 receives a measured value of the battery 12 of the electric transport vehicle 10 from the power controller 50, it stores the measured value of the battery 12 in chronological order. In this way, the individual control device 46 accumulates a data series of measured values ​​of the battery 12's charge level arranged in chronological order. Each time the individual control device 46 receives a measured value of the battery 12's charge level from the transport vehicle power converter 52, it updates and displays the latest measured value of the battery 12's charge level. The individual control device 46 displays the data series of measured values ​​of the battery 12's charge level in a graph. The graph represents the trend of the measured value of the battery 12's charge level.

[0066] Each time the individual control device 46 receives a power measurement from the main meter 44, it stores the power measurement in chronological order. This allows the individual control device 46 to accumulate a data sequence of the total power consumption measured in the house 2, arranged in chronological order. Each time the individual control device 46 receives a power measurement from the main meter 44, it updates and displays the latest power measurement. The individual control device 46 displays the data sequence of power measurements as a graph. This graph represents the trend of the total power consumption measured in the house 2.

[0067] Each time the individual control device 46 receives a measured value of electricity from the main meter 44, it stores the measured value in chronological order. This allows the individual control device 46 to accumulate a data sequence of the measured total electricity consumption in the house 2, arranged in chronological order. Each time the individual control device 46 receives a measured value of electricity from the main meter 44, it updates and displays the latest measured value of electricity. The individual control device 46 displays the data sequence of measured electricity values ​​as a graph. This graph represents the trend of the measured total electricity consumption in the house 2.

[0068] Each time the individual control device 46 receives a power measurement from the private power generation meter 58, it stores the power measurement in chronological order. This allows the individual control device 46 to accumulate a data sequence of the power generation measurements of the renewable energy power generation device 8 arranged in chronological order. Each time the individual control device 46 receives a power measurement from the private power generation meter 58, it updates and displays the latest power generation measurement of the renewable energy power generation device 8. The individual control device 46 displays the data sequence of the power generation measurement of the renewable energy power generation device 8 as a graph. This graph represents the trend of the power generation measurement of the renewable energy power generation device 8.

[0069] Each time the individual control device 46 receives a measured value of electricity from the private power generation meter 58, it stores the measured value of electricity in chronological order. This allows the individual control device 46 to accumulate a data sequence of measured values ​​of electricity generated by the renewable energy power generation device 8, arranged in chronological order. Each time the individual control device 46 receives a measured value of electricity from the private power generation meter 58, it updates and displays the latest measured value of electricity generated by the renewable energy power generation device 8. The individual control device 46 displays the data sequence of measured values ​​of electricity generated by the renewable energy power generation device 8 in a graph. This graph represents the trend of the measured values ​​of electricity generated by the renewable energy power generation device 8.

[0070] The individual management device 46 receives the difference in operation history from the electronic equipment 14. The individual management device 46 stores the difference in operation history that it has received, thereby accumulating the operation history. The individual management device 46 displays the contents of the operation history. The individual management device 46 and the integrated management device 66 synchronize the operation history, and the integrated management device 66 manages the operation history for each electric transporter 10. The integrated management device 66 displays the contents of the operation history for each electric transporter 10.

[0071] The individual management device 46 stores and manages the daily schedules of the electric transport vehicles 10. The daily schedule consists of the destination, travel route, travel distance, or a combination of two or more of these, which the electric transport vehicle 10 is scheduled to travel to. The daily schedule may be entered using either the electronic device 14 or the individual management device 46. For example, if a resident operates the electronic device 14 to input the daily schedule of any of the electric transport vehicles 10, the electronic device 14 will acquire the daily schedule and transmit it to the individual management device 46, which will receive and store the daily schedule. If a resident operates the individual management device 46 to input the daily schedule of an electric transport vehicle 10, the individual management device 46 will acquire and store the daily schedule of the electric transport vehicle 10. The individual management device 46 displays the daily schedule of the electric transport vehicle 10. The individual management device 46 and the electronic device 14 may synchronize the daily schedules of the electric transport vehicles 10. The electronic device 14 may display the daily schedule of the electric transport machine 10.

[0072] The individual management devices 46 and the integrated management device 66 synchronize their daily schedules, and the integrated management device 66 manages the daily schedule for each electric transporter 10. The integrated management device 66 may also display the daily schedule for each electric transporter 10.

[0073] The integrated management device 66 is connected to an information and communication network such as the Internet. The integrated management device 66 may be installed in a data center. The integrated management device 66 is a server host machine composed of computer systems. The integrated management device 66 may consist of a single computer system, or it may consist of multiple computer systems capable of distributed or parallel processing. The integrated management device 66 may be a cloud computing system.

[0074] During power generation hours, i.e., daytime, the integrated management device 66 operates the shared power controller 70 in distribution mode. During non-power generation hours, i.e., nighttime, the integrated management device 66 operates the shared power controller 70 in swapping mode. Therefore, during non-power generation hours, the charging power of the battery 12 is swapped among the multiple electric transport machines 10.

[0075] The integrated management device 66 performs the following process immediately before transitioning from distribution mode to replacement mode. The following process is performed daily.

[0076] The integrated management device 66 determines the charge level setting for each electric transporter 10 based on the next day's daily schedule or operation history. For example, the farther the destination in the next day's daily schedule, the larger the charge level setting for the electric transporter 10 corresponding to that daily schedule. For example, the longer the travel route in the next day's daily schedule, the larger the charge level setting for the electric transporter 10 corresponding to that daily schedule. For example, the longer the travel distance in the next day's daily schedule, the larger the charge level setting for the electric transporter 10 corresponding to that daily schedule. For example, the higher the utilization rate in the operation history, the larger the charge level setting for the electric transporter 10 corresponding to that operation history. For example, the longer the distance from the furthest location in the location data column in the operation history to the house 2, the larger the charge level setting for the electric transporter 10 corresponding to that operation history. For example, the higher the average value (arithmetic mean, weighted mean, geometric mean, harmonic mean, trimmed mean, or moving mean) of the distance traveled data column in the operation history, the larger the charge amount setting value set for the electric transporter 10 corresponding to that operation history. For example, the higher the average value (arithmetic mean, weighted mean, geometric mean, harmonic mean, trimmed mean, or moving mean) of the speed data column in the operation history, the larger the charge amount setting value set for the electric transporter 10 corresponding to that operation history. For example, the higher the average value (arithmetic mean, weighted mean, geometric mean, harmonic mean, trimmed mean, or moving mean) of the acceleration data column in the operation history, the larger the charge amount setting value set for the electric transporter 10 corresponding to that operation history. For example, the lower the average value (arithmetic mean, weighted mean, geometric mean, harmonic mean, trimmed mean, or moving mean) of the remaining charge data column in the operation history, the larger the charge amount setting value set for the electric transporter 10 corresponding to that operation history.

[0077] If the set value for the charge amount is determined based on the daily schedule for the following day, the integrated management device 66 may correct the set value for the charge amount for each electric transporter 10 based on the operation history, or it may correct the set value for the charge amount for each electric transporter 10 using a trained model that has been machine-learned from the operation history. If the set value for the charge amount is determined based on the operation history, the integrated management device 66 may correct the set value for the charge amount for each electric transporter 10 based on past daily schedules, or it may correct the set value for the charge amount for each electric transporter 10 using a trained model that has been machine-learned using past daily schedules. If the set value for the charge amount is determined based on the daily schedule or operation history for the following day, the integrated management device 66 may correct the set value for the charge amount for each electric transporter 10 based on the forecast weather data for the following day, or it may correct the set value for the charge amount for each electric transporter 10 based on the weight of the electric transporter 10. Furthermore, the set value of the charge amount may be corrected to zero. Specifically, if a resident does not want the electric transporter 10 to be charged or discharged at night, the resident inputs this information into the individual control device 46, and this information is transmitted from the individual control device 46 to the integrated control device 66, which then corrects the set value of the charge amount of the electric transporter 10 to zero.

[0078] The sum of the set values ​​for the charge amount of each electric transporter 10 is less than or equal to the sum of the measured values ​​for the charge amount of each electric transporter 10. Note that the set values ​​for the charge amount are not determined based on the daily schedule or operation history for the following day; instead, the integrated management device 66 may determine that the set values ​​for the charge amount of each electric transporter 10 are equal to each other. Even in this case, the sum of the set values ​​for the charge amount of each electric transporter 10 is equal to the sum of the measured values ​​for the charge amount of each electric transporter 10.

[0079] Next, the integrated management device 66 calculates the difference between the set value and the measured value by subtracting the set value from the latest measured value of the electric transport vehicle 10. If the difference is negative, it means that the battery 12 of the electric transport vehicle 10 is undercharged. If the difference is positive, it means that the battery 12 of the electric transport vehicle 10 is overcharged. If the difference is zero, it means that the battery 12 of the electric transport vehicle 10 is charged appropriately. The integrated management device 66 may also convert the difference into a monetary amount. If the difference is positive, the monetary amount corresponds to income, and if the difference is negative, the monetary amount corresponds to expenditure. The integrated management device 66 may transmit the monetary amount to the individual management device 46, and the individual management device 46 may aggregate the monetary amount on a monthly or annual basis.

[0080] Subsequently, when the period of no power generation begins, the integrated management device 66 operates the shared power controller 70 in swap mode. At this time, the integrated management device 66 transmits the set value of the charge amount for each electric transporter 10 to the shared power controller 70, and the shared power controller 70 receives and temporarily stores the set value of the charge amount for each electric transporter 10.

[0081] In swapping mode, the shared power controller 70 discharges the battery 12 of an electric transporter 10 with a positive difference (i.e., an electric transporter 10 with an overcharged battery 12) through the transporter power converter 52 connected to that electric transporter 10, and receives power from the transporter power converter 52. The shared power controller 70 then supplies the received power to the transporter power converter 52 connected to an electric transporter 10 with a negative difference (i.e., an electric transporter 10 with an undercharged battery 12), and charges the battery 12 of that electric transporter 10 through the transporter power converter 52. As a result, the charging power of the battery 12 of the electric transporter 10 with a positive difference is transferred to the battery 12 of the electric transporter 10 with a negative difference. The battery 12 of the electric transporter 10 with a zero difference is neither charged nor discharged. Furthermore, when the shared power controller 70 is operating in swapping mode, both power controllers 50 are disconnected from the transport aircraft power converter 52 connected to them, so no power is exchanged between the power controllers 50 and the transport aircraft power converter 52.

[0082] During the transfer of charging power, the shared power controller 70 measures and monitors the amount of charge remaining in the batteries 12 of the electric transport vehicles 10 connected to the transport vehicle power converter 52 via the transport vehicle power converter 52. When the measured value of the charge amount of the batteries 12 of the electric transport vehicles 10 reaches a set value, the shared power controller 70 stops charging or discharging to that battery 12. The shared power controller 70 continues to operate in swap mode until charging or discharging to the batteries 12 of all electric transport vehicles 10 is stopped. Once charging or discharging to the batteries 12 of all electric transport vehicles 10 has stopped, the shared power controller 70 stops operating in swap mode.

[0083] If a disaster occurs during a period when power generation is not active, the shared power controller 70 discharges the battery 12 of an electric transport vehicle 10 through a transport vehicle power converter 52 connected to that electric transport vehicle 10, which has a high measured charge level at the time of the disaster, and receives power from the transport vehicle power converter 52. The shared power controller 70 then supplies the received power to a transport vehicle power converter 52 connected to an electric transport vehicle 10 with a low measured charge level at the time of the disaster, and charges the battery 12 of that electric transport vehicle 10 through the transport vehicle power converter 52. This ensures that power is distributed evenly.

[0084] In the above explanation, the shared power controller 70 operates in swapping mode, transferring the charging power from the battery 12 of the electric transport vehicle 10 with a positive difference to the battery 12 of the electric transport vehicle 10 with a negative difference. Alternatively, the transfer of charging power may occur by exchanging the small battery of the battery 12 of the electric transport vehicle 10 with a positive difference with the small battery of the battery 12 of the electric transport vehicle 10 with a negative difference. Alternatively, the electric transport vehicle 10 with a positive difference may travel to a charging / discharging station such as a retail store, commercial facility, or public facility, where its battery 12 is discharged by selling electricity, and the electric transport vehicle 10 with a negative difference may travel to a charging / discharging station, where its battery 12 is charged by purchasing electricity, thereby transferring charging power. The settlement of the buying and selling of electricity may be by cash, electronic, cash equivalent points, or credit. The settlement amount may be calculated by the electronic equipment 14 of the electric transport vehicle 10, the terminal or integrated management device 66 of the charging / discharging station, or two or more of these devices. The amount of electricity sold may be based on the amount of electricity discharged. The amount of electricity purchased may be based on the amount of electricity charged. Alternatively, an electric transporter 10 with a positive difference may move to an electric transporter 10 with a negative difference, or an electric transporter 10 with a negative difference may move to an electric transporter 10 with a positive difference, and the charging power of the battery 12 of the electric transporter 10 with a positive difference may be transferred to the battery 12 of the electric transporter 10 with a negative difference via a charger / discharger or power cable. In this case, the recipient of the power supply may pay the power supplier money or something equivalent. The settlement amount may be calculated by the electronic equipment 14 or integrated management device 66 of both electric transporters 10. The payment amount may be in proportion to the amount of power supplied.

[0085] <2. Application Examples> (1) When a resident of house 2 goes out in the daytime using the electric transporter 10, they may use an application program on their smartphone or the like to search for another house 2 where they can charge the electric transporter 10, be guided to the other house 2 by the application program, connect the electric transporter 10 to the transporter power converter 52 of house 2, and charge the battery 12 of the electric transporter 10. In this case, payment of money or something equivalent may be made as compensation for charging. The payment may be made in cash, electronically, by points equivalent to cash, or on credit. The amount of payment may be calculated by the electronic equipment 14 of the electric transporter 10, the individual management device 46 or integrated management device 66 of the other house 2, or two or more of these devices. The payment amount may be in proportion to the amount of electricity supplied.

[0086] (2) When a resident of house 2 goes out in the daytime using the electric transporter 10, they may use an application program on their smartphone or the like to search for another house 2 from which they can discharge electricity from the electric transporter 10, be guided to the other house 2 by the application program, connect the electric transporter 10 to the transporter power converter 52 of house 2, and discharge electricity from the battery 12 of the electric transporter 10 to the transporter power converter 52 of house 2. In this case, they may receive money or something equivalent as compensation for the discharge. The settlement may be in cash, electronic, cash equivalent points, or credit. The settlement amount may be calculated by the electronic equipment 14 of the electric transporter 10, the individual management device 46 or integrated management device 66 of the other house 2, or two or more of these devices. The amount received may be in proportion to the amount of electricity supplied.

[0087] (3) Regardless of whether the electric transport vehicle 10 is connected to the transport vehicle power converter 52 or not, during the daytime, the power generated by the natural energy power generation device 8 is used to slowly charge the stationary battery 56 by the power controller 50 and the battery power converter 54. After that, the electric transport vehicle 10 is connected to the transport vehicle power converter 52, and the charging power from the stationary battery 56 is used to rapidly charge the battery 12 of the electric transport vehicle 10 by the battery power converter 54, the power controller 50 and the transport vehicle power converter 52. After the stationary battery 56 is discharged, the power controller 50 and the transport vehicle power converter 52 may charge the battery 12 of the electric transport vehicle 10 with power supplied from the grid power supply 30 through the distribution board 42 as needed. This helps to resolve the problem that the power generated by the natural energy power generation device 8 is low and the power generated by the natural energy power generation device 8 is not sufficient to rapidly charge the battery 12 of the electric transport vehicle 10.

[0088] <3. Summary> (1) During the time when the renewable energy power generators 8 are generating power, i.e., during the daytime, the power generated by the multiple renewable energy power generators 8 is used to charge the batteries 12 of the multiple electric transport vehicles 10 parked in the multiple parking lots 6. During the time when the renewable energy power generators 8 are not generating power, i.e., at night, the charging power is exchanged between the batteries 12 of the multiple electric transport vehicles 10 parked in the multiple parking lots 6. Therefore, even if one of the electric transport vehicles 10 is not parked in the parking lot 6 during the time when power is being generated, if another electric transport vehicle 10 is parked in the parking lot 6 during the time when power is being generated, the battery 12 of that other electric transport vehicle 10 will be charged by the renewable energy power generators 8. Thus, if any of the electric transport vehicles 10 return to the parking lot 6 during the time when power is not being generated, the charging power to the battery 12 of that electric transport vehicle 10 will be generated by the renewable energy power generators 8.

[0089] (2) During periods when no power is being generated, the battery 12 of the electric transport vehicle 10 is charged or discharged until its charge level reaches a set value determined based on the operating history. Therefore, the past operating trends of the electric transport vehicle 10 are reflected in the charge level of the battery 12, and the charge level of the battery 12 is appropriate without being excessive or insufficient.

[0090] (3) The battery 12 of the electric transport vehicle 10 is charged or discharged until the charge level of the battery 12 reaches a set value determined based on the operating rate, travel distance data series, speed data series, acceleration data series, or remaining charge data series. Therefore, the past operating trends of the electric transport vehicle 10 are reflected in the charge level of the battery 12, and the charge level of the battery 12 is appropriate without being excessive or insufficient.

[0091] (4) The integrated management device 66 manages the operation history of each of the multiple electric transport vehicles 10 and determines the set value based on the operation history of each of the multiple electric transport vehicles 10. As a result, the charge level of each battery 12 is appropriate without being excessive or insufficient.

[0092] (5) During periods when no power is being generated, the battery 12 of the electric transport vehicle 10 is charged or discharged until its charge level reaches a set value determined based on the daily schedule for the following day, so that the charge level of the battery 12 is appropriate without being excessive or insufficient.

[0093] (6) During periods when no power is being generated, the battery 12 of the electric transport vehicle 10 is charged or discharged until its charge level reaches a set value determined based on the destination, travel route, or travel distance, so that the charge level of the battery 12 is appropriate without being excessive or insufficient.

[0094] (7) The integrated management device 66 manages the daily schedules of each of the multiple electric transport vehicles 10 and determines the set values ​​based on the daily schedules of each of the multiple electric transport vehicles 10 for the following day. As a result, the charge level of each battery 12 is appropriate without being excessive or insufficient.

[0095] (8) Each renewable energy power generation device 8 is a solar power generation panel, with power generation occurring during the day and non-power generation occurring at night. Residents tend to go out in the electric transport vehicles 10 during the day. Even if an electric transport vehicle 10 is not parked in the parking lot 6 during the day, if it returns to the parking lot 6 at night, the power used to charge its battery 12 is generated by the renewable energy power generation device 8 and used to charge the batteries 12 of other electric transport vehicles 10. Therefore, the power generation and non-power generation times are in line with the rhythm of human life, and the power generated by the renewable energy power generation device 8 contributes to charging many electric transport vehicles 10.

[0096] (9) Since the electricity generated by the natural energy power generation device 8 is used to charge the electric transport vehicle 10, this energy utilization system 1 contributes to promoting carbon neutrality, realizing a decarbonized society, and achieving the Sustainable Development Goals (SDGs). [Explanation of symbols]

[0097] 1. Energy utilization system 2 Housing 6 Parking 8. Renewable energy power generation devices 10 Electric transport aircraft 12 batteries 50 Power Controllers 66 Integrated management device 70 Shared power controller

Claims

1. An energy utilization system, Multiple houses to be built on multiple plots of land in the neighborhood, Multiple renewable energy power generation devices installed on each of the aforementioned multiple sites, The facility comprises multiple parking areas, each of which is installed on one of the aforementioned multiple sites, During the power generation period of the aforementioned renewable energy power generation device, the batteries of the multiple electric transport vehicles parked in each of the multiple parking areas are each charged by the multiple renewable energy power generation device. During periods when the renewable energy power generation device is not generating power, the charging power is exchanged between the batteries of the multiple electric transport vehicles. An energy utilization system characterized by the following features.

2. An energy utilization system according to claim 1, Multiple power controllers are installed at each of the aforementioned sites and, during the power generation period of the renewable energy power generation device, supply the electricity generated by the renewable energy power generation device to the battery of the electric transport vehicle. During periods when the renewable energy power generation device is not generating power, a shared power controller is used to exchange charging power between the batteries of the multiple electric transport vehicles. An energy utilization system characterized by having the following features.

3. In the energy utilization system described in claim 2, The shared power controller exchanges charging power among the batteries of the multiple electric transport vehicles until the charge level of each battery of the multiple electric transport vehicles reaches a set value determined based on the operating history of each of the multiple electric transport vehicles. An energy utilization system characterized by the following features.

4. In the energy utilization system described in claim 3, The operation history includes the operating rate, a data series of travel distances arranged daily in time series, a data series of speeds arranged in time series, a data series of accelerations arranged in time series, or a data series of remaining charge levels arranged in time series, based on the measured values ​​of the remaining charge in the battery of the electric transporter. An energy utilization system characterized by the following features.

5. In the energy utilization system according to claim 3 or 4, A management device that manages the operating history of each of the multiple electric transport machines and determines set values ​​based on the operating history of each of the multiple electric transport machines. An energy utilization system characterized by having the following features.

6. In the energy utilization system described in claim 2, The shared power controller swaps the charging power between the batteries of the multiple electric transport vehicles until the charge level of each battery of the multiple electric transport vehicles reaches a set value determined based on the daily schedule for each of the multiple electric transport vehicles for the following day. An energy utilization system characterized by the following features.

7. In the energy utilization system described in claim 6, The aforementioned daily schedule is the destination, route, or distance to be traveled by the electric transport vehicle. An energy utilization system characterized by the following features.

8. In the energy utilization system according to claim 6 or 7, A management device that manages the daily schedules of each of the multiple electric transport machines and determines set values ​​based on the daily schedules of each of the multiple electric transport machines for the following day. An energy utilization system characterized by having the following features.

9. In the energy utilization system according to claim 1, 2, 3, 4, 6, or 7, The aforementioned natural energy power generation device is a solar power generation panel, the power generation period is during the daytime, and the non-power generation period is at night. An energy utilization system characterized by the following features.

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