Charging systems in buildings

Abstract

To provide a charging system in a building, the charging system being capable of promoting low carbonization with respect to vehicle charging power and being capable of acquiring a discharge amount of carbon dioxide that is discharged in generating the power with no need of comprising an electric energy detection device.SOLUTION: In a building 10, power generated by a photovoltaic power generation device 16 is supplied to respective electric loads E. The building 10 is provided with a charging device 41 that charges a vehicle 30 by supplying at least either of commercial power and the generated power to the vehicle 30. A home server 50 of the building 10 comprises a charging control unit 55 that controls each of electric energy of the generated power and electric energy of commercial power to be supplied to the vehicle 30 when the vehicle 30 is charged by the charging device 41. on the basis of generated electric energy, and electric energy consumed by the respective electric loads E. The home server also comprises a carbon dioxide discharge amount calculation unit 56 that calculates an amount of carbon dioxide to be discharged in generating the electric energy, on the basis of the electric energy of commercial power controlled by the charging control unit 55.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a charging system in a building. [Background technology]

[0002] Reducing carbon dioxide emissions has become a social issue in order to realize a low-carbon society. In order to reduce the carbon dioxide emissions that occur with the generation of commercial electricity (hereinafter referred to as "carbon dioxide emissions"), it is desirable for each household to curb the amount of commercial electricity consumed.

[0003] For example, installing a solar power generation system in a building such as a house can reduce the building's consumption of commercial electricity, thereby reducing carbon dioxide emissions. Furthermore, installing an EV vehicle instead of a gasoline-powered vehicle can reduce carbon dioxide emissions associated with vehicle operation. Furthermore, charging the EV vehicle using electricity generated by the solar power generation system can more effectively reduce carbon dioxide emissions.

[0004] Therefore, a system is known that uses power generated by a solar power generation device in a building to charge a vehicle. For example, in the charging system described in Patent Document 1, three types of power (hereinafter collectively referred to as "commercial power, etc.") can be used as power sources for charging a vehicle: commercial power from a commercial power source, power generated by a solar power generation device, and stored power from a power storage device. The charging system is equipped with a charge controller that controls the supply of power to the vehicle for charging, and by controlling this charge controller, one of the commercial power, etc. can be selectively supplied to the vehicle for charging based on priority, etc.

[0005] In addition, in order to raise users' environmental awareness, it is desirable to visualize the carbon dioxide emissions of each household. In order to visualize the carbon dioxide emissions associated with vehicle charging, it is first necessary to determine the amount of commercial electricity consumed by vehicle charging.

[0006] Therefore, the charging system described in Patent Document 1 includes an electric power amount detection device that can detect the amount of power consumed by charging a vehicle separately for grid power and generated power, and a carbon dioxide emission calculation device that calculates the amount of carbon dioxide emitted by charging a vehicle based on the detection results of the electric power amount detection device. This makes it possible to obtain the amount of power consumed by charging a vehicle separately for grid power and generated power. Then, the amount of carbon dioxide emitted by charging a vehicle can be calculated and presented to the user. [Prior art documents] [Patent documents]

[0007] [Patent Document 1] Japanese Patent Application Laid-Open No. 2011-163858 Summary of the Invention [Problem to be solved by the invention]

[0008] If the power generated by a solar power generation system is surplus and not consumed by the electrical loads in a building, it is possible to actively use the surplus power to charge vehicles, which would promote low-carbon vehicle charging power.

[0009] However, the charging system of Patent Document 1 only selectively supplies commercial power, generated power, or stored power to the vehicle based on priority, etc., to charge the vehicle, and it is considered difficult to effectively use surplus generated power to charge the vehicle.

[0010] Furthermore, in the charging system of Patent Document 1, an electric energy detection device detects the amount of commercial electricity used to charge a vehicle, and calculates the amount of carbon dioxide emissions generated when that amount of electricity is generated based on the detected amount of electricity. However, since the electric energy detection device is not usually already installed in the building, when the charging system is introduced into a building, a new electric energy detection device must be installed in the building. In this case, there is a risk of incurring time and costs. Considering this, it is desirable to be able to obtain the amount of carbon dioxide emissions without installing an electric energy detection device.

[0011] The present invention has been made in consideration of the above circumstances, and its main object is to provide a charging system for a building that can promote low-carbonization of vehicle charging power and can obtain the amount of carbon dioxide emitted when generating that power without installing an electric power amount detection device. [Means for solving the problem]

[0012] In order to solve the above problem, the charging system in a building of the first invention is applied to a building that has a solar power generation device that generates solar power, and the generated power generated by the solar power generation device is supplied to each electrical load installed inside the building, and is equipped with a charging device that charges a vehicle by supplying at least one of commercial power supplied from outside the building and the generated power to the vehicle, and is characterized by having a generated power amount detection means that detects the amount of power generated by the solar power generation device, a power consumption detection means that detects the amount of power consumed by each electrical load, a charging control means that controls the amount of generated power and the amount of commercial power to be supplied to the vehicle when the vehicle is being charged by the charging device based on the amount of power generated by the generated power amount detection means and the amount of power consumed by the power consumption detection means, and a carbon dioxide emission calculation means that calculates the amount of carbon dioxide emissions emitted when generating the amount of power of the commercial power controlled by the charging control means.

[0013] According to the first aspect of the present invention, when a vehicle is being charged by a charging device, the amount of generated power and the amount of commercial power supplied to the vehicle are controlled by a charging control means based on the amount of power generated by the solar power generation device and the amount of power consumed by the power load in the building. In this case, for example, when there is a surplus of generated power, that is, when the amount of generated power exceeds the amount of power consumed, the surplus generated power can be actively supplied to the vehicle, while the supply of commercial power to the vehicle can be reduced. Therefore, the surplus generated power can be actively used to charge the vehicle, thereby promoting low-carbon vehicle charging power.

[0014] Furthermore, the amount of carbon dioxide emissions emitted when generating the amount of commercial electricity controlled by the charging control means is calculated based on the amount of electricity from that electricity, so the amount of carbon dioxide emissions can be obtained without installing an electricity amount detection device on the building side that detects the amount of electricity from the commercial electricity supplied to the vehicle.

[0015] The charging system in a building of the second invention is characterized in that, in the first invention, the amount of electricity supplied to the vehicle when the vehicle is charged by the charging device is predetermined as a charging-time electricity amount, and when the surplus generated electricity amount, which is the difference between the generated electricity amount detected by the generated electricity amount detection means and the consumed electricity amount detected by the consumed electricity amount detection means, is set to be equal to or greater than the charging-time electricity amount, the charging control means sets the amount of generated electricity to be supplied to the vehicle when the vehicle is charged by the charging device as the charging-time electricity amount and sets the amount of commercial electricity to be supplied to the vehicle to 0, and the carbon dioxide emission calculation means calculates the carbon dioxide emission to 0 based on the amount of commercial electricity controlled by the charging control means, which is 0.

[0016] According to the second aspect of the present invention, when there is a sufficient surplus of generated power, the vehicle is charged only by the supply of generated power, which can promote further reduction in carbon emissions from the power used to charge the vehicle.

[0017] The charging system in a building of the third invention is characterized in that, in the second invention, when the surplus generated power amount is less than the charging power amount, the charging control means sets the amount of generated power to be supplied to the vehicle when the vehicle is charged by the charging device to the surplus generated power amount, and sets the amount of commercial power to be supplied to the vehicle to the amount of charging power minus the surplus generated power amount, and the carbon dioxide emission calculation means calculates the carbon dioxide emission amount based on the subtracted amount, which is the amount of commercial power controlled by the charging control means.

[0018] According to the third aspect of the present invention, when there is little surplus generated power, commercial power is supplied to the vehicle in addition to the generated power during vehicle charging. In this case, all of the surplus generated power is supplied to the vehicle, so the surplus generated power can be fully and effectively used to charge the vehicle. This can further promote low-carbon vehicle charging power.

[0019] Furthermore, in a configuration in which the supply of both generated power and commercial power to a vehicle is controlled, the amount of carbon dioxide emissions during power generation is calculated based on the amount of commercial power supplied under this control. Therefore, even when the vehicle is charged by simultaneously supplying generated power and commercial power, the amount of carbon dioxide emissions can be calculated appropriately. [Brief explanation of the drawings]

[0020] [Figure 1] 1 is an overall configuration diagram showing an outline of a charging system. [Figure 2] 10 is a flowchart showing a carbon dioxide emission amount calculation process. DETAILED DESCRIPTION OF THE INVENTION

[0021] Hereinafter, an embodiment of the charging system of the present invention will be described with reference to the drawings. The building 10 is a house built by a housing manufacturer 60.

[0022] As shown in Fig. 1, a building 10 is provided with a distribution board 11. AC 100V commercial power (hereinafter simply referred to as "commercial power") is supplied to the distribution board 11 from a commercial power source (system power source) via a power line 14.

[0023] A solar power generation device 16 that generates electricity by receiving sunlight is provided on the roof of building 10. The power generated by solar power generation device 16 (hereinafter simply referred to as "generated power") is supplied to distribution board 11 via power line 17. Building 10 is provided with a power conditioner 19. The generated power is converted from DC power to AC power by power conditioner 19 and then supplied to distribution board 11.

[0024] Commercial power and generated power are supplied to the distribution board 11. The power supplied to the distribution board 11 is then supplied from the distribution board 11 to each electrical load E (such as lighting equipment, air conditioning equipment, and home appliances) in the building 10 via power lines 22. Note that, hereinafter, the power consumed by each electrical load E is simply referred to as "power consumption."

[0025] Outdoors, adjacent to the building 10, there is provided a parking space 35 in which a vehicle 30 can be parked. The vehicle 30 is an electric vehicle (EV) and is equipped with a motor (not shown) as a power source and an on-board battery 31 consisting of a high-voltage secondary battery.

[0026] A charging device 41 is provided near the parking space 35 to charge the vehicle 30 parked in the parking space 35. The charging device 41 is equipped with a charging cable 42. The charging device 41 is connected to the vehicle 30 (more specifically, an inlet, not shown) via the charging cable 42, thereby electrically connecting the charging device 41 to the on-board battery 31. The charging device 41 is also provided with a connection detection sensor 43 that detects when the charging cable 42 is connected to the vehicle 30.

[0027] The charging device 41 is supplied with commercial power from a commercial power source and power generated by the solar power generation device 16. When the charging device 41 is connected to the vehicle 30 via a charging cable 42, the charging device 41 is capable of supplying the commercial power supplied from the commercial power source and the power generated by the solar power generation device 16 to the vehicle 30 via the charging cable 42. The vehicle 30 (more specifically, the on-board battery 31) is then charged by the supplied power.

[0028] Charging device 41 is connected via power line 14 and power line 15. Commercial power is supplied to charging device 41 via power lines 14, 15. Charging device 41 has a commercial power regulator 45. Commercial power regulator 45 has a function of permitting or cutting off the supply of commercial power to vehicle 30 when charging vehicle 30, and a function of adjusting the amount of commercial power supplied to vehicle 30 when the supply of commercial power to vehicle 30 is permitted.

[0029] The charging device 41 is connected via power lines 17 and 18. Generated power is supplied to the charging device 41 via the power lines 17, 18. The charging device 41 has a generated power regulator 46. The generated power regulator 46 has a function of permitting or cutting off the supply of generated power to the vehicle 30 when charging the vehicle 30, and a function of adjusting the amount of generated power supplied to the vehicle 30 when the supply of generated power to the vehicle 30 is permitted.

[0030] A predetermined charging start time for starting charging and a charging end time for ending charging are preset by the resident in charging device 41. When charging device 41 is connected to vehicle 30 via charging cable 42 and the predetermined charging start time arrives, charging device 41 starts charging vehicle 30. Then, charging ends at the predetermined charging end time.

[0031] The building 10 is provided with various power sensors for monitoring the state of power usage in the building 10. The power conditioner 19 is provided with a generated power sensor 48 (corresponding to a generated power detection means) that detects the amount of power generated by the solar power generation device 16. The distribution board 11 is also provided with a power consumption sensor 49 (corresponding to a power consumption detection means) that detects the amount of power supplied to each electric load E, i.e., the power consumption consumed by each electric load E.

[0032] The vehicle 30 is provided with an ECU (electronic control unit) 32 that manages the charge state of the vehicle battery 31. The ECU 32 has a communication unit 32a that performs wireless communication with an external device. The ECU 32 calculates the amount of charge stored in the vehicle battery 31 and transmits the calculated charge amount information from the communication unit 32a in response to a request from the external device.

[0033] Next, the electrical configuration of the charging system will be described.

[0034] A home server 50 is provided in the building 10. The home server 50 is configured by, for example, a server for a HEMS (Home Energy Management System), and is attached to a wall or the like within the building 10. The home server 50 has a controller 51 made up of a well-known microcomputer having a CPU and the like, a memory unit 52 that stores various information, a communication unit 53 that performs wireless communication and network communication, and a display unit 54 made up of a touch panel.

[0035] The home builder 60 has a server system 61. The home server 50 and the server system 61 can communicate with each other via a network 57. Specifically, the server system 61 can transmit a request signal to the home server 50, requesting the transmission of information desired by the home builder 60. When the home server 50 receives the request signal, it transmits to the server system 61 the information stored in the memory unit 52 that has been requested to be transmitted by the request signal. This allows the home builder 60 to collect desired information from the various information stored in the home server 50 at any time via the network 57.

[0036] The connection detection sensor 43, the generated power sensor 48, and the consumed power sensor 49 are connected to the controller 51. Detection results from the sensors 43, 48, and 49 are sequentially input to the controller 51. The controller 51 sequentially stores the input detection results from the sensors 43, 48, and 49 in the storage unit 52.

[0037] The controller 51 is capable of wireless communication with the ECU 32 (communication unit 32a) via the communication unit 53. The controller 51 acquires full charge information indicating that the in-vehicle battery 31 is fully charged from the ECU 32 via wireless communication.

[0038] The controller 51 is connected to the generated power regulator 46. The controller 51 has a charging control unit 55 (corresponding to a charging control means). The charging control unit 55 controls the generated power regulator 46 when the vehicle 30 is being charged by the charging device 41, based on the amount of generated power detected by the generated power amount sensor 48 and the amount of power consumed detected by the power consumption amount sensor 49, to permit or cut off the supply of generated power to the vehicle 30, and to adjust the amount of generated power to be supplied to the vehicle 30.

[0039] A commercial power regulator 45 is connected to controller 51. Based on the amount of power generated detected by generated power sensor 48 and the amount of power consumed detected by power consumption sensor 49, charging control unit 55 controls commercial power regulator 45 when vehicle 30 is being charged by charging device 41 to permit or cut off the supply of commercial power to vehicle 30 and adjust the amount of commercial power supplied to vehicle 30.

[0040] Controller 51 has a carbon dioxide emission calculation unit 56 (corresponding to a carbon dioxide emission calculation means). Based on the amount of commercial power supplied to vehicle 30, which is controlled by charging control unit 55, carbon dioxide emission calculation unit 56 calculates the amount of carbon dioxide emission emitted when the amount of power is generated.

[0041] Here, the controller 51 charges the vehicle 30 using the charging device 41, and also executes a carbon dioxide emission calculation process to calculate the amount of carbon dioxide emission associated with the electricity used for charging. The carbon dioxide emission calculation process will be described below with reference to FIG. 2. This process is triggered by the connection detection sensor 43 detecting that the charging cable 42 and the vehicle 30 are connected, and a predetermined start time being reached. This process is repeatedly executed at predetermined time intervals (for example, 1 second), in other words, each time a unit time ΔT (1 second) has elapsed. The predetermined start time is stored in the memory unit 52 in advance by the resident.

[0042] In this embodiment, the amount of power to be supplied to the vehicle 30 when the charging device 41 charges the vehicle 30 is determined in advance. Specifically, the amount of power to be supplied to the vehicle 30 per unit time ΔT (in other words, the amount of power during charging ΔEc) is determined in advance.

[0043] In step S11, it is determined whether the value (ΔEp - ΔEd) obtained by subtracting the amount of power consumption ΔEd per unit time ΔT detected by the power consumption sensor 49 from the amount of power generation ΔEp per unit time ΔT detected by the power generation amount sensor 48 is greater than 0. If the determination is YES, that is, if there is surplus power generation, proceed to step S14. In this case, the difference between the amount of power generation ΔEp per unit time ΔT and the amount of power consumption ΔEd per unit time ΔT is the surplus amount of power generation ΔEps per unit time ΔT. If the determination is NO, that is, if there is no surplus power generation, proceed to step S12.

[0044] In step S12, a first charging process is executed. In the first charging process, commercial power regulator 45 is controlled to permit the supply of commercial power to vehicle 30, and generated power regulator 46 is controlled to cut off the supply of generated power to vehicle 30. As a result, only commercial power is supplied from charging device 41 to vehicle 30, and vehicle 30 is charged by the supplied commercial power. Therefore, when there is no surplus generated power, vehicle 30 is charged by only commercial power. In addition, in the first charging process, commercial power regulator 45 is controlled to adjust the amount of commercial power supplied to vehicle 30 per unit time ΔT (hereinafter referred to as "supplied commercial power amount ΔEcc") so that it is equal to the charging power amount ΔEc. Then, the process proceeds to step S13.

[0045] In step S13, based on the amount of supplied commercial power ΔEcc controlled by the first charging process, the amount of carbon dioxide emission ΔD emitted when generating that amount of power ΔEcc is calculated. Specifically, the amount of carbon dioxide emission ΔD is calculated by multiplying the amount of supplied commercial power ΔEcc by a carbon dioxide emission coefficient. In this case, since the amount of supplied commercial power ΔEcc and the amount of power during charging ΔEc are equal, the amount of carbon dioxide emission ΔD can be calculated by multiplying the amount of power during charging ΔEc by the carbon dioxide emission coefficient. The carbon dioxide emission coefficient is the amount of carbon dioxide emission per amount of power calculated for each power supplier, and is stored in advance in memory unit 52. Then, the process proceeds to step S19.

[0046] In step S14 after the previous step S11 is judged as NO, the surplus generated power amount ΔEps, which is the difference between the generated power amount ΔEp and the consumed power amount ΔEd, is calculated, and it is judged whether this surplus generated power amount ΔEps is equal to or greater than the charging power amount ΔEc. If the judgment is YES, that is, if there is a sufficient surplus of generated power, the process proceeds to step S15. If the judgment is NO, that is, if there is not a sufficient surplus of generated power, the process proceeds to step S17.

[0047] In step S15, a second charging process is executed. In the second charging process, generated power regulator 46 is controlled to permit charging of vehicle 30 with generated power, and commercial power regulator 45 is controlled to cut off charging of vehicle 30 with commercial power. As a result, only generated power is supplied from charging device 41 to vehicle 30, and vehicle 30 is charged by the supplied generated power. Therefore, if there is a sufficient surplus of generated power, vehicle 30 is charged by only the generated power. In addition, in the second charging process, generated power regulator 46 is controlled to adjust the amount of generated power supplied to vehicle 30 per unit time ΔT (hereinafter referred to as "supplied generated power amount ΔEcp") so that it is equal to the amount of power during charging ΔEc. Then, the process proceeds to step S16.

[0048] In step S16, based on the amount of supplied commercial power ΔEcc controlled by the second charging process, the amount of carbon dioxide emissions ΔD emitted when generating that amount of power ΔEcc is calculated. In this case, since the supply of commercial power to vehicle 30 has been cut off, the amount of supplied commercial power ΔEcc is 0. Therefore, the carbon dioxide emissions ΔD are calculated as 0. Then, the process proceeds to step S19.

[0049] In step S17, a third charging process is executed. In the third charging process, generated power regulator 46 is controlled to permit the supply of generated power to vehicle 30, and commercial power regulator 45 is controlled to permit the supply of commercial power to vehicle 30. As a result, generated power and commercial power are respectively supplied from charging device 41 to vehicle 30, and vehicle 30 is charged by each of the supplied powers. In the third charging process, power regulators 45, 46 are controlled so that the sum of the supplied generated power amount ΔEcp and the supplied commercial power amount ΔEcc equals the charging power amount ΔEc. Specifically, generated power regulator 46 is controlled to adjust the supplied generated power amount ΔEcp to be equal to the surplus generated power amount ΔEps. In addition, commercial power regulator 45 is controlled to adjust the supplied commercial power amount ΔEcc to be equal to the power amount (ΔEc - ΔEps) obtained by subtracting the surplus generated power amount ΔEps from the charging power amount ΔEc. Then, the process proceeds to step S18.

[0050] In step S18, the amount of carbon dioxide emissions ΔD emitted when generating the amount of electric power ΔEcc is calculated based on the amount of commercial electric power supplied ΔEcc controlled by the third charging process. Specifically, the amount of carbon dioxide emissions ΔD is calculated by multiplying the amount of commercial electric power supplied ΔEcc by a carbon dioxide emission coefficient. Then, the process proceeds to step S19.

[0051] In step S19, the carbon dioxide emission amount ΔD calculated in steps S13, S16, and S18 is stored in the storage unit 52. After that, the process proceeds to step S20.

[0052] In step S20, it is determined whether the vehicle 30 (specifically, the on-board battery 31) is fully charged. If the vehicle 30 is fully charged, that is, if full charge information is acquired from the ECU 32, a YES determination is made and the process proceeds to step S22. On the other hand, if the vehicle 30 is not fully charged, a NO determination is made and the process proceeds to step S21.

[0053] In step S21, it is determined whether the predetermined charging end time has arrived. If the determination is YES, the process proceeds to step S22. If the determination is NO, the process ends. In this manner, the process is repeatedly executed at unit time ΔT intervals until the vehicle 30 is fully charged or the predetermined charging end time is reached. Then, each time the process is repeated, the carbon dioxide emission amount ΔD (step S13, S16 or S18) is calculated, and the calculated carbon dioxide emission amount ΔD is stored in the memory unit 52 (step S19).

[0054] In step S22, charging stop processing is executed. In the charging stop processing, generated power regulator 46 is controlled to cut off the supply of generated power to vehicle 30, and commercial power regulator 45 is controlled to cut off the supply of commercial power to vehicle 30. As a result, the supply of power from charging device 41 to vehicle 30 is stopped, and charging of vehicle 30 is terminated.

[0055] In the next step S23, the amount of carbon dioxide emissions (hereinafter referred to as "total carbon dioxide emissions D") emitted when generating commercial electricity supplied to vehicle 30 from the start to the end of charging of vehicle 30 by charging device 41 is calculated. Specifically, each carbon dioxide emissions ΔD stored in memory unit 52 from the start to the end of charging of vehicle 30 is added up to calculate total carbon dioxide emissions D. Then, the process proceeds to step S24.

[0056] In step S24, the total carbon dioxide emission amount D calculated in step S23 is stored in memory unit 52. That is, when charging of vehicle 30 by charging device 41 is completed, the total carbon dioxide emission amount D related to the charging is calculated and stored. Then, the process proceeds to step S25.

[0057] In step S25, the total carbon dioxide emission amount D is displayed on the display unit 54. This makes it possible to show the resident the total carbon dioxide emission amount D, thereby increasing the resident's environmental awareness. Thereafter, this process ends.

[0058] Although not shown in FIG. 2 , the home server 50 is configured to aggregate the total carbon dioxide emission amount D stored in the memory unit 52 by month (in other words, aggregate the carbon dioxide emission amount ΔD for one month) to calculate the carbon dioxide emission amount per month (hereinafter referred to as "monthly carbon dioxide emission amount"). The home server 50 is then configured to transmit the monthly carbon dioxide emission amount to the server system 61 of the home builder 60 once a month (for example, on the first day of each month). More specifically, the server system 61 transmits a request signal to the home server 50 requesting transmission of the monthly carbon dioxide emission amount for the previous month. When the home server 50 receives the request signal, the home server 50 transmits the monthly carbon dioxide emission amount for the previous month stored in the memory unit 52 to the server system 61. This allows the home builder 60 to collect the monthly carbon dioxide emission amount for the building 10.

[0059] According to the configuration of this embodiment described above in detail, the following excellent effects can be obtained.

[0060] According to the above embodiment, when charging the vehicle 30 using the charging device 41, the amount of generated power and the amount of commercial power to be supplied to the vehicle 30 are each controlled by the controller 51 (charging control unit 55) based on the amount of power generated ΔEp by the solar power generation device 16 and the amount of power consumed ΔEd by the electrical load E in the building 10. In this case, for example, when there is a surplus of generated power, that is, when the amount of generated power ΔEp exceeds the amount of power consumed ΔEd, the surplus generated power is actively supplied to the vehicle 30, while the supply of commercial power to the vehicle 30 can be reduced. Therefore, the surplus generated power can be actively used to charge the vehicle 30, thereby promoting low-carbon charging of the vehicle 30.

[0061] Furthermore, carbon dioxide emission calculation unit 56 calculates the amount of carbon dioxide emission emitted when generating the amount of electric power, based on the amount of electric power of the commercial electric power controlled by charging control unit 55. This makes it possible to obtain the amount of carbon dioxide emission without providing an electric power amount detection device for detecting the amount of electric power of the commercial electric power supplied to vehicle 30 on building 10 side.

[0062] According to the above embodiment, when the surplus generated power amount ΔEps is equal to or greater than the power consumption amount ΔEd, that is, when there is a sufficient surplus of generated power, the vehicle 30 is charged only by the supply of generated power. This can promote further reduction in carbon emissions from the charging power of the vehicle 30.

[0063] According to the above embodiment, when there is little surplus generated power, commercial power is supplied to the vehicle 30 in addition to the generated power when the vehicle 30 is being charged. In this case, the surplus generated power ΔEps is all supplied to the vehicle 30, so the surplus generated power can be fully and effectively used to charge the vehicle 30. This can further promote low-carbonization of the charging power for the vehicle 30.

[0064] Furthermore, in a configuration in which the supply of both generated power and commercial power to vehicle 30 is controlled, the amount of carbon dioxide emissions during power generation is calculated based on the amount of controlled commercial power supply. Therefore, even when vehicle 30 is charged by simultaneously supplying generated power and commercial power, the amount of carbon dioxide emissions can be suitably calculated.

[0065] When there is no surplus generated power, only commercial power is supplied to the vehicle 30. This allows the vehicle 30 to be charged even when power generation by the solar power generation device 16 is restricted for a long period of time due to bad weather, for example.

[0066] The power generated by the solar power generation device 16 and the power consumption by the electrical load E in the building 10 change from moment to moment due to changes in the weather and the behavior of the residents in the building 10. In the above embodiment, the total carbon dioxide emission D per charge is calculated by integrating the carbon dioxide emission ΔD, which is a value per unit time ΔT. This makes it possible to reduce the influence of fluctuations in the power generation and power consumption, and therefore the total carbon dioxide emission D can be calculated with high accuracy.

[0067] According to the above embodiment, the home server 50 displays the total carbon dioxide emission amount D on the display unit 54. This allows the total carbon dioxide emission amount D to be shown to the resident, thereby increasing the environmental awareness of the resident.

[0068] According to the above embodiment, the home server 50 periodically transmits information about the total carbon dioxide emission amount D to the server system 61 of the home builder 60 via the network 57. This allows the home builder 60 to collect the monthly carbon dioxide emission amount for the building 10.

[0069] The present invention is not limited to the above-described embodiment, and may be implemented, for example, as follows.

[0070] (1) In the above embodiment, the charging control unit 55 controls the commercial power regulator 45 and the generated power regulator 46 so that the amount of power supplied to the vehicle 30 when the charging device 41 charges the vehicle 30 is constant at the charging power amount Ec. However, this is not limited to this. For example, the charging system may have a "normal mode" in which the amount of power supplied to the vehicle 30 when the charging device 41 charges the vehicle 30 is constant at the charging power amount Ec, and an "environment mode" in which the amount of power supplied to the vehicle 30 when the charging device 41 charges the vehicle 30 varies depending on the amount of surplus generated power ΔEps, and may be configured to be switchable between these two modes. Another example having such a configuration will be described below.

[0071] The resident can select either the normal mode or the environmental mode by operating the home server 50. The controller 51 functions as a mode switching means for controlling switching between the normal mode and the environmental mode, and executes mode switching control based on the resident's selection.

[0072] When the resident selects the normal mode, the controller 51 executes the same control as in the above embodiment (the control in FIG. 2). In this case, by using both the generated power and commercial power, power is always supplied to the vehicle 30 at the charging power amount Ec, so that the charging device 41 can quickly charge the vehicle 30.

[0073] On the other hand, when the resident sets the environmental mode, the controller 51 executes control that takes more environmental considerations into account. Specifically, when the normal mode is set, the first charging process is executed when a NO determination is made in step S11 of FIG. 2, and the second charging process is executed when a NO determination is made in step S14. However, when the environmental mode is set, when a NO determination is made in steps S11 and S14, the commercial power regulator 45 controls the supply of commercial power to the vehicle 30 to be cut off. Therefore, when the environmental mode is set, commercial power is not supplied to the vehicle 30. As a result, when no surplus generated power is being generated (i.e., when a NO determination is made in step S11), the power supply to the vehicle 30 itself is stopped, and charging of the vehicle 30 is stopped. Furthermore, when surplus generated power is being generated (i.e., when a NO determination is made in step S14), only the surplus generated power is supplied to the vehicle 30, and the vehicle 30 is charged. In this way, when the environmental mode is set, commercial power is not consumed for charging the vehicle 30, and carbon dioxide emissions related to charging the vehicle 30 are zero. Therefore, further carbon reduction in the charging power for the vehicle 30 can be promoted.

[0074] (2) Note that the switching between the normal mode and the environmental mode may be performed automatically. For example, when at least one of the YES determinations in step S12 and step S14 is not made for a predetermined period (e.g., one hour) during operation in the normal mode, the mode may be automatically switched to the environmental mode. As a result, for example, even when no resident is present, if the shortage of surplus generated power continues for a long period of time, the charging device 41 switches from the normal mode to the environmental mode.

[0075] (3) Another example of the environmental mode is a "second environmental mode" in which the supply of commercial power is not interrupted even when the mode is set, and the charging device 41 continues charging the vehicle 30 at a certain output. Specifically, the charging energy Ec in the normal mode is the first charging energy Ec1, and a second charging energy Ec2 smaller than the first charging energy Ec1 can be set. When the second environmental mode is set, the carbon dioxide emission calculation process is performed based on this second charging energy Ec2. This makes it possible to charge the vehicle 30, for example, even during bad weather or at night. This makes it possible to promote low-carbonization while also taking into consideration the convenience of residents.

[0076] (4) In addition to the monthly carbon dioxide emissions, the home server 50 can also compile information on the monthly power consumption in the building 10. The compile information can also be transmitted to the home builder 60. For example, the home server 50 can also calculate and transmit the amount of charging power supplied by the charging device 41 to the vehicle 30 in one month (hereinafter referred to as "monthly charging power amount"). Note that the monthly charging power amount can be calculated, similar to the monthly carbon dioxide emissions, by accumulating the charging power amount ΔEc for each unit time ΔT for the month.

[0077] (5) Furthermore, based on the obtained monthly charging energy and monthly carbon dioxide emissions, the server system 61 can calculate the amount of carbon dioxide emissions reduced by the solar power generation device 16 for that month, which is related to charging the vehicle 30 using the charging device 41 (hereinafter referred to as the "monthly carbon dioxide emission reduction related to vehicle charging"). Specifically, first, by multiplying the monthly charging energy by the carbon dioxide emission coefficient, the monthly carbon dioxide emissions that would be generated if the solar power generation device 16 were not installed in the building 10 can be hypothetically calculated. Then, by subtracting the actual monthly carbon dioxide emissions (if the solar power generation device 16 is installed in the building 10) from the hypothetical monthly carbon dioxide emissions (if the solar power generation device 16 is not installed in the building 10), the monthly carbon dioxide emission reduction related to vehicle charging can be calculated. This allows the home builder 60 to grasp the results of carbon dioxide emission reduction in the building 10 in more detail. Furthermore, the home builder 60 can certify the results of carbon dioxide emission reduction in the building 10.

[0078] (6) The calculation process of the carbon dioxide emission reduction amount may be performed by the home server 50. In this case, the calculation result by the home server 50 is transmitted to the server system 61. The home server 50 may also display the calculation result on the display unit 54. This can increase the environmental awareness of the residents.

[0079] (7) In addition to the function of charging vehicle 30, charging device 41 may also have a function of charging, for example, a residential storage battery. In such a configuration, when calculating the amount of carbon dioxide emissions emitted when generating the amount of commercial power supplied to vehicle 30, it is necessary to exclude from the calculation the amount of charging power charged to the residential storage battery from the amount of charging power charged by charging device 41. For this reason, it is preferable to provide charging object determination means that determines whether the object being charged by charging device 41 is vehicle 30, and to execute a carbon dioxide emission calculation process when the charging object determination means determines that the object being charged is vehicle 30. This makes it possible to correctly calculate the amount of carbon dioxide emissions emitted when generating the amount of commercial power supplied to vehicle 30.

[0080] (8) In the above embodiment, the vehicle is an EV vehicle, but it may be another type of electric vehicle, such as a PHEV.

[0081] (9) In the above embodiment, the unit time ΔT is set to one second, but this is not limitative. [Explanation of symbols]

[0082] 10...building, 16...solar power generation device, 41...charging device, 48...power generation amount sensor as a means for detecting power generation amount, 49...power consumption amount sensor as a means for detecting power consumption amount, 55...charging control unit as a means for controlling charging, 56...carbon dioxide emission calculation unit as a means for calculating carbon dioxide emission amount, E...electrical load.

Claims

[Claim 1] The present invention is applied to a building that is equipped with a solar power generation device that generates solar power, and in which the power generated by the solar power generation device is supplied to each electrical load provided inside the building, A charging system in a building including a charging device that charges a vehicle by supplying at least one of commercial power supplied from outside the building and the generated power to the vehicle, a generated power amount detection means for detecting the amount of power generated by the solar power generation device; a power consumption detecting means for detecting the amount of power consumed by each of the electric loads; a charging control means for controlling the amount of generated power and the amount of commercial power supplied to the vehicle when the vehicle is being charged by the charging device, based on the amount of generated power detected by the generated power amount detection means and the amount of power consumed detected by the power consumption amount detection means; a carbon dioxide emission calculation means for calculating, based on the amount of electric power from the commercial power controlled by the charging control means, the amount of carbon dioxide emission emitted when the amount of electric power is generated; Equipped with The charging control means is switchable between a normal mode and an environmental mode, In the normal mode, an amount of power supplied to the vehicle when the vehicle is charged by the charging device is determined in advance as a charging power amount, When the normal mode is set, the charge control means When the amount of surplus generated power, which is the difference between the amount of generated power detected by the generated power amount detection means and the amount of consumed power detected by the consumed power amount detection means, is 0, the amount of generated power supplied to the vehicle is set to 0, and the amount of commercial power supplied to the vehicle is set to the amount of charging power, When the amount of surplus generated power is equal to or greater than the amount of power during charging, the amount of power of the generated power to be supplied to the vehicle is set to the amount of power during charging, and the amount of power of the commercial power to be supplied to the vehicle is set to 0; When the amount of surplus generated power is less than the amount of power during charging, the amount of power of the generated power to be supplied to the vehicle is set to the amount of surplus generated power, and the amount of power of the commercial power to be supplied to the vehicle is set to the amount of power during charging minus the amount of surplus generated power, When the environmental mode is set, the charging control means When the amount of surplus generated power is 0, the amount of generated power supplied to the vehicle is set to 0, and the amount of commercial power supplied to the vehicle is set to 0; When the amount of surplus generated power is equal to or greater than the amount of power during charging, the amount of power of the generated power to be supplied to the vehicle is set to the amount of power during charging, and the amount of power of the commercial power to be supplied to the vehicle is set to 0; When the amount of surplus generated power is less than the amount of power during charging, the amount of power of the generated power supplied to the vehicle is set to the amount of surplus generated power, and the amount of power of the commercial power supplied to the vehicle is set to 0; The carbon dioxide emission calculation means calculates the carbon dioxide emission by multiplying the amount of electric power of the commercial power controlled by the charging control means by a carbon dioxide emission coefficient.

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