Energy Utilization System

Abstract

An object of the present invention is to allow the power generated by a natural energy power generation device to contribute to charging many electric vehicles. [Solution] An energy utilization system (1) includes a plurality of houses (2) constructed on a plurality of neighboring lots, a plurality of natural energy power generation devices (8) installed on the plurality of lots, and a plurality of parking lots (6) installed on the plurality of lots. During the power generation time of the natural energy power generation devices (8), the batteries (12) of a plurality of electric vehicles (10) parked in the plurality of parking lots (6) are charged by the plurality of natural energy power generation devices (8), and during the power generation time of the natural energy power generation devices (8) when they are not generating electricity, the charged power is exchanged among the batteries (12) of the plurality of electric vehicles (10).

Description

[Technical Field]

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

[0002] Patent Document 1 discloses a power system that uses advanced energy management technology utilizing the Internet of Things (IoT) to bundle multiple distributed energy resources (DERs) and remotely and centrally control these DERs to function as if they were a single power plant. Stationary batteries and electric vehicles are used as DERs. The power system includes a grid power source, a server, multiple stationary batteries, multiple electric vehicles, multiple electric vehicle service equipment (EVSE), and multiple homes. Some of the homes are equipped with a home energy management system (HEMS) that controls home appliances, while the rest are not equipped with an HEMS. Stationary batteries are installed in the homes equipped with the HEMS, and the charging and discharging of the stationary batteries is controlled by the HEMS. The HEMS controls the charging and discharging of the DERs based on a charging and discharging plan transmitted from a server. EVSE is a power supply device compatible with V2H (Vehicle to Home) or V2G (Vehicle to Grid) that converts AC power supplied from the power grid into DC power to charge the battery of an electric vehicle. It converts DC power discharged from the EV battery (electric vehicle battery) into AC power and supplies power to home appliances. EVSE installed in a home equipped with a HEMS is controlled by the HEMS, while EVSE installed in a home without a HEMS is controlled by the control unit of the electric vehicle.

[0003] Incidentally, the house in Patent Document 1 does not have a solar power generation system installed, but solar power generation systems are widely used to realize private power generation. The electricity generated by the solar power generation system may be charged to a stationary battery or the battery of an electric vehicle. During the daytime, when the solar power generation system generates electricity, the electric vehicle is often in use, so the battery of the electric vehicle is often not charged while in use. At night, even if the electric vehicle returns to the parking lot of the house, the solar power generation system does not generate electricity, so electricity from the grid is used to charge the electric vehicle. Therefore, it cannot be said that the electricity generated by the solar power generation system contributes to charging the electric vehicle. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 2024-056241 Summary of the Invention [Problem to be solved by the invention]

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

[0006] The following reference numerals in parentheses refer to Figures 1 and 2.

[0007] In order to solve the above problems, according to claim 1, An energy utilization system (1), A plurality of houses (2) each constructed on a plurality of adjacent lots; a plurality of natural energy power generation devices (8) installed on the plurality of sites, respectively; and a plurality of parking lots (6) installed in each of the plurality of sites, During a power generation time period of the natural energy power generation device (8), batteries (12) of a plurality of electric transport vehicles (10) parked in each of the plurality of parking lots (6) are charged by the plurality of natural energy power generation devices (8), During a time period when the natural energy power generation device (8) is not generating power, charging power is exchanged between the batteries (12) of the plurality of electric transport vehicles (10). An energy utilization system (1) is provided.

[0008] According to claim 2, The energy utilization system (1) according to claim 1, a plurality of power controllers that are installed at the plurality of sites, respectively, and that supply the power generated by the natural energy power generation device (8) to a battery (12) of the electric transport (10) during a power generation time period of the natural energy power generation device (8); a shared power controller that switches charging power among the batteries (12) of the plurality of electric vehicles (10) during a time period when the natural energy power generation device (8) is not generating power; An energy utilization system (1) is provided, which is characterized by comprising:

[0009] According to claim 1 or 2 described above, during the power generation time period of the natural energy power generation device (8), the batteries (12) of the plurality of electric vehicles (10) are charged by the plurality of natural energy power generation devices (8), respectively. During the non-power generation time period of the natural energy power generation device (8), the charging power is exchanged among the batteries (12) of the plurality of electric vehicles (10). Therefore, even if any of the electric vehicles (10) is not parked in the parking lot (6) during the power generation time period, if another electric vehicle (10) is parked in the parking lot (6) during the power generation time period, the battery (12) of the other electric vehicle (10) is charged by the natural energy power generation device (8). Therefore, when any of the electric vehicles (10) returns to the parking lot (6) during the non-power generation time period, the charging power to the battery (12) of any of the electric vehicles (10) is generated by the natural energy power generation device (8). Therefore, the electric power generated by the natural energy power generation device (8) contributes to charging many electric vehicles (10).

[0010] According to claim 3, In the energy utilization system (1) according to claim 2, The shared power controller switches charging power between the batteries (12) of the plurality of electric vehicles (10) until the charge amount of each of the batteries (12) of the plurality of electric vehicles (10) reaches a set value determined based on the operation history of each of the plurality of electric vehicles (10). An energy utilization system (1) is provided.

[0011] According to claim 3 as described above, the battery (12) of the electric transport (10) is charged or discharged until the charge amount of the battery (12) reaches a set value determined based on the operation history. Therefore, the past operation tendency of the electric transport (10) is reflected in the charge amount of the battery (12), and the charge amount of the battery (12) becomes appropriate, neither excessive nor insufficient.

[0012] According to claim 4, In the energy utilization system (1) according to claim 3, The operation history is an operating rate, a travel distance data sequence in which the travel distance of the electric transport (10) is arranged in a chronological order on a daily basis, a speed data sequence in which the travel speed of the electric transport (10) is arranged in a chronological order, an acceleration data sequence in which the acceleration of the electric transport (10) is arranged in a chronological order, or a remaining charge data sequence in which the measured values ​​of the remaining charge amount in the battery (12) of the electric transport (10) are arranged in a chronological order. An energy utilization system (1) is provided.

[0013] According to claim 4 as described above, the battery (12) of the electric transport (10) is charged or discharged until the charge amount of the battery (12) reaches a set value determined based on the operating rate, the travel distance data sequence, the speed data sequence, the acceleration data sequence, or the remaining capacity data sequence. Therefore, the past operating tendency of the electric transport (10) is reflected in the charge amount of the battery (12), and the charge amount of the battery (12) is neither excessive nor insufficient, and is appropriate.

[0014] According to claim 5, The energy utilization system (1) according to claim 3 or 4, a management device (66) that manages the operation history of each of the plurality of electric transports (10) and determines a set value based on the operation history of each of the plurality of electric transports (10); An energy utilization system (1) is provided, which is characterized by comprising:

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

[0016] According to claim 6, In the energy utilization system (1) according to claim 2, The shared power controller alternates charging power among the batteries (12) of the plurality of electric vehicles (10) until the charge levels of the batteries (12) of the plurality of electric vehicles (10) reach a set value determined based on the daily schedule of each of the plurality of electric vehicles (10) for the next day. An energy utilization system (1) is provided.

[0017] According to claim 6 as described above, the battery (12) of the electric transport (10) is charged or discharged until the charge amount of the battery (12) reaches a set value determined based on the daily schedule for the next day, so that the charge amount of the battery (12) is neither excessive nor insufficient, and is therefore appropriate.

[0018] According to claim 7, In the energy utilization system (1) according to claim 6, The daily schedule includes destinations, travel routes, or travel distances to be traveled by the electric vehicle (10). An energy utilization system (1) is provided.

[0019] According to claim 7 as described above, the battery (12) of the electric transport (10) is charged or discharged until the charge amount of the battery (12) reaches a set value determined based on the destination, the travel route, or the travel distance, so that the charge amount of the battery (12) is neither excessive nor insufficient, and is therefore appropriate.

[0020] According to claim 8, The energy utilization system (1) according to claim 6 or 7, a management device (66) that manages the daily schedules of the plurality of electric transports (10) and determines setting values ​​based on the daily schedules of the following day of the plurality of electric transports (10); An energy utilization system (1) is provided, which is characterized by comprising:

[0021] According to claim 8 as described above, the daily schedules of the plurality of electric transports (10) are managed by the management device (66), and the set values ​​of the charge amounts of the plurality of electric transports (10) are 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 natural energy power generation device (8) is a solar power generation panel, the power generation time period is daytime, and the non-power generation time period is nighttime. An energy utilization system (1) is provided.

[0023] According to claim 9, the power generation time periods and non-power generation time periods are adapted to the rhythm of human life. In other words, even if the electric transport (10) is not parked in the parking lot (6) during the day, if the electric transport (10) returns to the parking lot (6) at night, the electric power that is charged into the battery (12) of the electric transport (10) is generated by the natural energy power generation device (8). Therefore, the electric power generated by the natural energy power generation device (8) contributes to charging many electric transports (10). [Effects of the Invention]

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

[0025] [Figure 1] Figure 1 is an external view of the energy utilization system. [Figure 2] FIG. 2 is a block diagram of the energy utilization system. DETAILED DESCRIPTION OF THE INVENTION

[0026] Hereinafter, embodiments will be described with reference to the drawings. 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. Because the drawings are provided for illustrative purposes only, the scope of the present invention is not limited to the examples in the drawings.

[0027] <1. Energy utilization system> Fig. 1 is a schematic diagram of an energy utilization system 1 installed in a district such as a city block, etc. Fig. 2 is a block diagram of the energy utilization system 1.

[0028] The energy utilization system 1 includes a plurality of residences 2, a plurality of parking lots 6, a plurality of natural energy power generation devices 8, a plurality of electric vehicles 10, a plurality of distribution boards 42, a plurality of main meters 44, a plurality of individual management devices 46, a plurality of power controllers 50, a plurality of power converters 52 for the vehicles, a plurality of power converters 54 for the batteries, a plurality of stationary batteries 56, a plurality of self-power generation meters 58, an integrated management device 66, and a shared power controller 70.

[0029] At the design stage before the construction of the energy utilization system 1, an annual energy balance is simulated based on input information, and the power generation capacity of the natural energy power generation device, the storage capacity of the stationary battery, the storage capacity of the electric transport vehicle, etc. are proposed, and the energy utilization system 1 is designed based on the proposal. The energy utilization system 1 is constructed based on such a design. The 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 lifestyles of the residents of each house 2, the number of electric transport vehicles, the specifications of the electric transport vehicles, 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 to construct the energy utilization system 1 at the design stage of the energy utilization system 1.

[0030] The multiple houses 2 are built on multiple adjacent lots in a district such as a city block. The district is divided into these lots, and people can move between the lots via roads.

[0031] House 2 is a detached house. The skeleton of House 2 is made of wood, reinforced concrete, or steel-reinforced concrete. The skeleton of House 2 may also be a mixed structure that combines two or more of 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 homes 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 configured from a computer system. The integrated management device 66 may be configured from a single computer system, or may be configured from multiple computer systems capable of distributed processing or parallel processing. The integrated management device 66 may be a cloud computing system. The common power controller 70 includes a DC / DC converter, a switch, a control circuit, and the like. The common power controller 70 may include a DC / AC converter and an AC / DC converter. The common power controller 70 may include a buffer capacitor. The common power controller 70 is connected to multiple vehicle power converters 52. The common power controller 70 exchanges power with the vehicle power converters 52 (described below) and transfers power between the vehicle power converters 52. The common power controller 70 periodically measures the amount of charge remaining in the batteries 12 of the electric vehicles 10 connected to the vehicle power converters 52 through each vehicle power converter 52. The common power controller 70 transmits the measured amount of charge for each electric vehicle 10 to the integrated management device 66 each time it measures the amount of charge.

[0033] Each site is equipped with a house 2, a parking lot 6, and a natural energy power generation device 8. The parking lot 6 can accommodate one or more transport aircraft. A transport aircraft refers to a four-wheeled motor vehicle, a motorcycle, or an airborne transport aircraft. An airborne transport aircraft is a multi-wing aircraft capable of hovering, and is also known as a drone. Airborne transport aircraft may be manned or unmanned. A roof may be installed on the parking lot 6.

[0034] The natural energy power generation device 8 may be installed anywhere within the premises. For example, the natural energy power generation device 8 is installed on the roof of the house 2, the roof of the parking lot 6, or in the garden. A part of the natural energy power generation device 8 may be installed on the roof of the house 2, and the other part may be installed on the roof of the parking lot 6.

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

[0036] 1, the natural energy power generation device 8 has a plurality of solar power generation panels that generate DC power from solar energy. The natural energy power generation device 8 may have a power generation device other than the solar power generation panels, such as a wind power generator, in addition to or instead of the solar power generation panels.

[0037] When the natural energy power generation device 8 is a solar power generation panel, the natural energy power generation device generates power during the day and does not generate power at night. The time period during which the natural energy power generation device 8 generates power is called a power generation time period, and the time period during which the natural energy power generation device 8 does not generate power is called a non-power generation time period.

[0038] An electric transport 10 is parked in a parking lot 6. The electric transport 10 is a privately owned vehicle, but it may also be a leased or rental vehicle. A privately owned vehicle is one in which ownership of the electric transport 10 belongs to the resident of the house 2. A leased vehicle is one that has been rented to a resident of the house 2 under a lease contract. A rental vehicle is one in which ownership of the electric transport 10 belongs to a rental service provider or a sharing service provider that rents out the electric transport 10 to a user of the electric transport 10. The rental party may be limited to the resident of the house 2, or may be open to outsiders as well as the resident of the house 2.

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

[0040] The battery 12 may include multiple small batteries, which may be separable and removable from the vehicle body. The number of small batteries in the battery 12 may be increased or decreased. Reducing the number of small batteries contributes to reducing the weight of the electric vehicle 10 and improving the fuel efficiency of the electric vehicle 10. The small batteries in the battery 12 may be replaced with charged small batteries, and such an exchange program may be implemented, or a small battery rental program may be implemented. Casters may be attached to the small batteries in the battery 12 to make them easier to transport.

[0041] During the day, i.e., during power generation hours, the residents of the residence 2 tend to go out in the electric vehicle 10, and the parking lot 6 tends to be empty. During the night, i.e., during power non-generation hours, the residents of the residence 2 usually return home, and the electric vehicle 10 tends to be parked in the parking lot 6.

[0042] The electric transport 10 has an electronic device 14, such as a navigation device, installed within the transport body. The electronic device 14 may be detachable from the transport body of the electric transport 10 and may be portable. The electronic device 14, the individual management device 46, and the electric transport 10 are linked to one another. The electric transport 10 equipped with the electronic device 14 is parked in a parking lot 6 on the grounds of the house 2 in which the individual management device 46 linked to the electronic device 14 is installed.

[0043] The electronic device 14 is connected to an information and communication network such as the Internet, etc. 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, a display device, etc.

[0044] The electronic device 14 has a function of determining the current position of the electric vehicle 10 based on signals received from multiple satellites. The electronic device 14 has a function of displaying a map. The electronic device 14 has a function of displaying the current position of the electric vehicle 10 on a map. The electronic device 14 has a function of communicating with a control device of the electric vehicle 10 and obtaining a measured value of the amount of charge remaining in the battery 12 from the control device of the electric vehicle 10. The electronic device 14 has a function of searching for a route from the current position of the electric vehicle 10 to a destination. The route search may take into account the amount of charge in the battery 12 at the time of the search. When searching for a route, the electronic device 14 may calculate the amount of power consumption required for the electric vehicle 10 to travel along the route. The electronic device 14 has a function of displaying a route from the current position of the electric vehicle 10 to a destination. The electronic device 14 has a function of displaying the calculated amount of power consumption. The route may include waypoints set between the current position and the destination. The waypoints may be charging / discharging stations where the battery 12 of the electric vehicle 10 can be charged or discharged. The charging / discharging station may be a retail store, commercial facility, or public facility. Discharging at the charging / discharging station may be selling electricity. Charging at the charging / discharging station may be purchasing electricity. The electronic device 14 has a function of accumulating the operation history of the electric transport 10. The operation history includes a position data sequence listing the positions of the electric transport 10 in chronological order. The operation history may include a travel distance data sequence listing the distance traveled by the electric transport 10 in a day in chronological order. The operation history may include a speed data sequence listing the travel speed of the electric transport 10 in chronological order. The operation history may include an acceleration data sequence listing the acceleration of the electric transport 10 in chronological order. The operation history may include a remaining charge data sequence listing the measured amount of charge remaining in the battery 12 of the electric transport 10 in chronological order. The operation history may include the operation rate of the electric transport 10. The operation rate is the actual operating hours of the electric transport 10 per day divided by 24 hours. The actual working hours of the electric transport 10 per day may be a past average value, and the average value may be an arithmetic average value, a weighted average value, a geometric average value, a harmonic average value, a trimmed average value, or a moving average value.

[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 means, when the operation history is updated, the difference between the operation history before the update and the operation history after the update.

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

[0047] The distribution board 42 includes a circuit breaker, a switch, and the like. The distribution board 42 receives AC power from the system power supply 30. The distribution board 42 distributes the supplied AC power to loads 48 and individual control devices 46 connected to the distribution board 42 via an in-home wiring network laid in the house 2. The loads 48 and the individual control devices 46 receive power from the distribution board 42 and consume that power to operate. The loads 48 are electrical devices such as lighting fixtures, refrigerators, air conditioners, water heaters, communication network devices (routers, wireless base stations, wireless repeaters, telephones, etc.), televisions, audio equipment, video recorders, and cooking appliances.

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

[0049] The power controller 50 is connected to the distribution board 42, the natural energy power generation device 8, the transport 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, a control circuit, etc.

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

[0051] During the daytime, i.e., during power generation hours, 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 aircraft 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 having a bidirectional DC / DC converter, a control circuit, etc. 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 day, i.e., during the time when power is being generated, the battery power converter 54 charges the stationary battery 56 with power supplied from the power controller 50. During the night, i.e., during the time when power is not being generated, 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 loads 48 and individual management devices 46, thereby reducing the power supplied from the system power source 30 to the loads 48 and individual management 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 that are separable and removable from their installation location. Casters may be attached to the small batteries of the stationary battery 56 to facilitate portability. The small batteries of the stationary battery 56 may be replaced with uncharged small batteries, and such an exchange program may be implemented, or a small battery rental program may be implemented. The small batteries of the stationary battery 56 may be interchangeable with the small batteries of the battery 12. Even when the small batteries of the stationary battery 56 are replaced from the stationary battery 56 to the battery 12 of the electric transport 10, the electric motor of the electric transport 10 can be driven by the power of the battery 12. Even when the small batteries of the stationary battery 56 are replaced from the stationary battery 56 to the battery 12 of the electric transport 10, the transport power converter 52 can charge and discharge the battery 12. Even if the small battery of the battery 12 of the electric vehicle 10 is replaced with a stationary battery 56 from the battery 12 of the electric vehicle 10, the battery power converter 54 can charge and discharge the stationary battery 56. It should be noted that the battery power converter 54 and the stationary battery 56 do not necessarily have to be installed.

[0055] The vehicle power converter 52 is a power conditioner including a bidirectional DC / DC converter, a plug-equipped charge / discharge cable, and a control circuit. When the plug-equipped charge / discharge cable is connected to the plug of the electric vehicle 10, the vehicle power converter 52 is connected to the battery 12 of the electric vehicle 10, and the vehicle power converter 52 charges and discharges the battery 12 of the electric vehicle 10. The vehicle power converter 52 may include a contactless power feeder 53 installed in the parking lot 6 instead of the plug-equipped charge / discharge cable. When the electric vehicle 10 is parked on the contactless power feeder 53, the vehicle power converter 52 contactlessly charges and discharges the battery 12 of the electric vehicle 10. The method of transmitting and receiving power between the contactless power feeder 53 and the electric vehicle 10 is electromagnetic coupling, magnetic field resonance, or electric field coupling.

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

[0057] During the day, i.e., during the power generation time period, the vehicle power converter 52 charges the battery 12 of the electric vehicle 10 with power supplied from the power controller 50. However, if the electric vehicle 10 is not connected to the vehicle power converter 52, the vehicle power converter 52 does not charge. During the night, i.e., during the non-power generation time period, the charging power of the batteries 12 is swapped between multiple electric vehicles 10. The swapping of charging power will be described in detail later.

[0058] The power controller 50 and the distribution board 42 exchange AC power. If surplus power is generated in the battery power converter 54 and the transport power converter 52 during the daytime, i.e., during power generation hours, the power controller 50 may or may not convert the surplus power to AC using a DC / AC converter before supplying it to the distribution board 42. The surplus power refers to the amount of power generated by the renewable energy power generation system 8 that exceeds the charging power of the battery power converter 54 and the transport power converter 52. The distribution board 42 distributes the surplus power supplied from the power controller 50 to the loads 48 and the individual management devices 46, thereby reducing the power supplied from the system power source 30 to the loads 48 and the individual management devices 46 via the distribution board 42.

[0059] If a power shortage occurs in the battery power converter 54 and the transport power converter 52 during the daytime, that is, during power generation hours, the power controller 50 may or may not receive a supply of the power shortage from the distribution board 42. The power shortage refers to the shortage when the power generated by the natural energy power generation device 8 falls short of the charging power of the battery power converter 54 and the transport power converter 52. The power controller 50 converts the power shortage supplied from the distribution board 42 into direct current and 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 power controller 50 measures the amount of charge, it transmits the measured value of the amount of charge 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 vehicle 10 connected to the vehicle power converter 52 through the vehicle power converter 52. The power controller 50 transmits the measured value of the amount of charge to the individual management device 46 each time the amount of charge is measured.

[0062] The distribution board 42, main meter 44, in-home wiring network, power controller 50, self-power generation meter 58, battery power converter 54, stationary battery 56, and transport aircraft power converter 52 may be installed above and away from the ground line of the premises to prevent flooding during flooding. In particular, the outlets of the in-home wiring network may be installed at a position higher than the ground line of the premises.

[0063] The individual management device 46 is connected to an information and communication network such as the Internet. The individual management device 46 may be 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 operating system (OS) is installed. Examples of the general-purpose OS include Windows (registered trademark), Android (registered trademark), iOS (registered trademark), macOS (registered trademark), Linux (registered trademark), and Unix (registered trademark). The general-purpose OS has installed therein programs for monitoring, managing, controlling, 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 the home 2 or the like, and specialized for the functions of monitoring, managing, controlling, power monitoring, power management, and power control of the load 48. For example, a home energy management system (HEMS) controller is an example of a dedicated computer system.

[0064] Each time the individual management device 46 receives a measured value of the charge amount of the stationary battery 56 from the power controller 50, it stores the measured value of the charge amount in chronological order. As a result, the individual management device 46 accumulates a data string in which the measured values ​​of the charge amount of the stationary battery 56 are arranged in chronological order. Each time the individual management device 46 receives a measured value of the charge amount of the stationary battery 56 from the power controller 50, it updates and displays the latest measured value of the charge amount of the stationary battery 56. The individual management device 46 displays the data string of the measured values ​​of the charge amount of the stationary battery 56 in a graph. The graph shows the progress of the measured value of the charge amount of the stationary battery 56.

[0065] Each time the individual management device 46 receives a measurement value of the charge amount of the battery 12 of the electric transport 10 from the power controller 50, it stores the measurement value of the charge amount in chronological order. As a result, the individual management device 46 accumulates a data string in which the measurement value of the charge amount of the battery 12 is arranged in chronological order. Each time the individual management device 46 receives a measurement value of the charge amount of the battery 12 from the transport power converter 52, it updates and displays the latest measurement value of the charge amount of the battery 12. The individual management device 46 displays the data string of the measurement value of the charge amount of the battery 12 in a graph. The graph shows the progress of the measurement value of the charge amount of the battery 12.

[0066] Each time the individual management device 46 receives a power measurement value from the main meter 44, it stores the power measurement value in chronological order. As a result, the individual management device 46 accumulates a data string in which the measurement values ​​of the total power consumption consumed by the house 2 are arranged in chronological order. Each time the individual management device 46 receives a power measurement value from the main meter 44, it updates and displays the latest power measurement value. The individual management device 46 displays the data string of the power measurement value in a graph. The graph shows the progress of the measurement value of the total power consumption consumed by the house 2.

[0067] Each time the individual management device 46 receives a measured value of the amount of power from the main meter 44, it stores the measured value of the amount of power in chronological order. As a result, the individual management device 46 accumulates a data string in which the measured values ​​of the total amount of power consumed by the house 2 are arranged in chronological order. Each time the individual management device 46 receives a measured value of the amount of power from the main meter 44, it updates and displays the latest measured value of the amount of power. The individual management device 46 displays the data string of the measured values ​​of the amount of power in a graph. The graph shows the progress of the measured value of the total amount of power consumed by the house 2.

[0068] Each time the individual management device 46 receives a power measurement value from the private power generation meter 58, it stores the power measurement value in chronological order. As a result, the individual management device 46 accumulates a data string in which the measurement values ​​of the power generated by the natural energy power generation device 8 are arranged in chronological order. Each time the individual management device 46 receives a power measurement value from the private power generation meter 58, it updates and displays the latest measurement value of the power generated by the natural energy power generation device 8. The individual management device 46 displays the data string of the measurement values ​​of the power generated by the natural energy power generation device 8 in a graph. The graph shows the progress of the measurement value of the power generated by the natural energy power generation device 8.

[0069] Each time the individual management device 46 receives a measured value of the amount of power from the private power generation meter 58, it stores the measured value of the amount of power in chronological order. As a result, the individual management device 46 accumulates a data string in which the measured values ​​of the amount of power generated by the natural energy power generation device 8 are arranged in chronological order. Each time the individual management device 46 receives a measured value of the amount of power generated by the natural energy power generation device 8, it updates and displays the latest measured value of the amount of power generated by the natural energy power generation device 8. The individual management device 46 displays the data string of the measured values ​​of the amount of power generated by the natural energy power generation device 8 in a graph. The graph shows the transition of the measured values ​​of the amount of power generated by the natural energy power generation device 8.

[0070] The individual management device 46 receives differences in operation history from the electronic device 14. The individual management device 46 accumulates operation history by storing the differences in the received 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 transport 10. The integrated management device 66 displays the contents of the operation history for each electric transport 10.

[0071] The individual management device 46 stores and manages the daily schedule of the electric transportation device 10. The daily schedule includes the destinations, travel routes, and travel distances to be traveled by the electric transportation device 10, or a combination of two or more of these. The daily schedule may be input using either the electronic device 14 or the individual management device 46. For example, when a resident operates the electronic device 14 to input a daily schedule for one of the electric transportation devices 10 into the electronic device 14, the electronic device 14 acquires the daily schedule and transmits it to the individual management device 46, which then receives and stores the daily schedule. When a resident operates the individual management device 46 to input a daily schedule for the electric transportation device 10 into the individual management device 46, the individual management device 46 acquires and stores the daily schedule for the electric transportation device 10. The individual management device 46 displays the daily schedule for the electric transportation device 10. The individual management device 46 and the electronic device 14 may synchronize the daily schedule for the electric transportation device 10. The electronic device 14 may display a daily schedule for the electric transport 10 .

[0072] The individual management devices 46 and the integrated management device 66 synchronize the daily schedules, and the integrated management device 66 manages the daily schedule for each electric vehicle 10. The integrated management device 66 may display the daily schedule for each electric vehicle 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 configured from a computer system. The integrated management device 66 may be configured from a single computer system, or may be configured from multiple computer systems capable of distributed processing or parallel processing. The integrated management device 66 may be a cloud computing system.

[0074] During power generation times, i.e., during the daytime, the integrated management device 66 operates the shared power controller 70 in allocation mode. During non-power generation times, i.e., at night, the integrated management device 66 operates the shared power controller 70 in swapping mode. Therefore, during non-power generation times, the charging power of the batteries 12 is swapped among multiple electric vehicles 10.

[0075] The integrated management device 66 executes the following process immediately before switching from the allocation mode to the replacement mode. The following process is executed every day.

[0076] The integrated management device 66 determines the set value of the charge amount for each electric vehicle 10 based on the daily schedule for the next day or the operation history. For example, the farther the destination in the daily schedule for the next day, the larger the set value of the charge amount set for the electric vehicle 10 corresponding to that daily schedule. For example, the longer the travel route in the daily schedule for the next day, the larger the set value of the charge amount set for the electric vehicle 10 corresponding to that daily schedule. For example, the longer the travel distance in the daily schedule for the next day, the larger the set value of the charge amount set for the electric vehicle 10 corresponding to that daily schedule. For example, the higher the utilization rate in the operation history, the larger the set value of the charge amount set for the electric vehicle 10 corresponding to that operation history. For example, the longer the distance from the farthest position from the house 2 in the position data sequence in the operation history to the house 2, the larger the set value of the charge amount set for the electric vehicle 10 corresponding to that operation history. For example, the higher the average value (arithmetic mean value, weighted mean value, geometric mean value, harmonic mean value, trim mean value, or moving average value) of the travel distance data sequence in the operation history, the higher the set value of the charge amount set in the electric transport 10 corresponding to that operation history. For example, the higher the average value (arithmetic mean value, weighted mean value, geometric mean value, harmonic mean value, trim mean value, or moving average value) of the speed data sequence in the operation history, the higher the set value of the charge amount set in the electric transport 10 corresponding to that operation history. For example, the higher the average value (arithmetic mean value, weighted mean value, geometric mean value, harmonic mean value, trim mean value, or moving average value) of the acceleration data sequence in the operation history, the higher the set value of the charge amount set in the electric transport 10 corresponding to that operation history. For example, the lower the average value (arithmetic mean value, weighted mean value, geometric mean value, harmonic mean value, trim mean value, or moving average value) of the remaining amount data sequence in the operation history, the higher the set value of the charge amount set in the electric transport 10 corresponding to that operation history.

[0077] When the set value of the charging amount is determined based on the daily schedule for the next day, the integrated management device 66 may correct the set value of the charging amount for each electric transport 10 based on the operation history, or may correct the set value of the charging amount for each electric transport 10 using a learned model that has been machine-learned based on the operation history. When the set value of the charge amount is determined based on the operation history, the integrated management device 66 may correct the set value of the charge amount for each electric transport 10 based on past daily schedules, or may correct the set value of the charge amount for each electric transport 10 using a trained model that has been machine-learned based on past daily schedules. When the set value of the charging amount is determined based on the daily schedule or operation history for the next day, the integrated management device 66 may correct the set value of the charging amount for each electric transport 10 based on the forecast weather data for the next day, or may correct the set value of the charging amount for each electric transport 10 based on the weight of the electric transport 10. Also, the set value of the charge amount may be corrected to zero. Specifically, if a resident does not want to charge or discharge the electric transport 10 at night, the resident inputs this into the individual management device 46, which then transfers this information to the integrated management device 66, which then corrects the set value of the charge amount of the electric transport 10 to zero.

[0078] The sum of the set values ​​of the charge amounts for each electric transport 10 is equal to or less than the sum of the measured values ​​of the charge amounts for each electric transport 10. Note that the set values ​​of the charge amounts are not determined based on the daily schedule for the next day or the operation history, and the integrated management device 66 may determine the set values ​​of the charge amounts for all electric transports 10 to be equal to each other. Even in this case, the sum of the set values ​​of the charge amounts for each electric transport 10 is equal to the sum of the measured values ​​of the charge amounts for each electric transport 10.

[0079] Next, the integrated management device 66 subtracts the set charge amount from the latest measured charge amount for each electric vehicle 10 to determine the difference between the set value and the measured value. If the difference is negative, it means that the battery 12 of the electric vehicle 10 is insufficiently charged. If the difference is positive, it means that the battery 12 of the electric vehicle 10 is overcharged. If the difference is zero, it means that the battery 12 of the electric vehicle 10 is properly charged. The integrated management device 66 may 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 expenses. The integrated management device 66 may transmit the monetary amount to the individual management device 46, and the individual management device 46 may tally the monetary amount on a monthly or yearly basis.

[0080] Thereafter, when the non-power generation time period arrives, 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 vehicle 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 vehicle 10.

[0081] In the swap mode, the shared power controller 70 discharges the battery 12 of the electric vehicle 10 through the vehicle power converter 52 connected to the electric vehicle 10 with a positive difference (i.e., the electric vehicle 10 with a battery 12 with an excess charge), and receives power from the vehicle power converter 52. The shared power controller 70 supplies the received power to the vehicle power converter 52 connected to the electric vehicle 10 with a negative difference (i.e., the electric vehicle 10 with a battery 12 with an insufficient charge), and charges the battery 12 of the electric vehicle 10 through the vehicle power converter 52. As a result, the charging power of the battery 12 of the electric vehicle 10 with a positive difference is transferred to the battery 12 of the electric vehicle 10 with a negative difference. The battery 12 of the electric vehicle 10 with a zero difference is neither charged nor discharged. When the shared power controller 70 operates in swap mode, each power controller 50 is disconnected from the transport power converter 52 connected to it, and therefore no power is exchanged between the power controller 50 and the transport power converter 52.

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

[0083] If a disaster occurs during a time period when no power is being generated, the shared power controller 70 discharges the battery 12 of the electric transport 10 through the transport power converter 52 connected to the electric transport 10 with the highest measured charge level at the time the disaster occurs, and receives power from the transport power converter 52. The shared power controller 70 supplies the received power to the transport power converter 52 connected to the electric transport 10 with the lowest measured charge level at the time the disaster occurs, and charges the battery 12 of that electric transport 10 through the transport power converter 52. This allows power to be distributed evenly.

[0084] In the above description, when the shared power controller 70 operates in the swap mode, the charged power of the battery 12 of the electric vehicle 10 with a positive difference is transferred to the battery 12 of the electric vehicle 10 with a negative difference. Alternatively, the transfer of charged power may be achieved by swapping a small battery of the battery 12 of the electric vehicle 10 with a positive difference with a small battery of the battery 12 of the electric vehicle 10 with a negative difference. Alternatively, the electric vehicle 10 with a positive difference may travel to a charging / discharging station such as a retail store, commercial facility, or public facility, where the battery 12 of the electric vehicle 10 is discharged by selling power, or the electric vehicle 10 with a negative difference may travel to the charging / discharging station where the battery 12 of the electric vehicle 10 is charged by purchasing power, thereby transferring charged power. Payment for the purchase and sale of electricity may be by cash, electronic payment, cash-equivalent points, or credit. The payment amount may be calculated by the electronic device 14 of the electric 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, the electric vehicle 10 with a positive difference may move to the electric vehicle 10 with a negative difference, or the electric vehicle 10 with a negative difference may move to the electric vehicle 10 with a positive difference, and the charged power of the battery 12 of the electric vehicle 10 with a positive difference may be transferred to the battery 12 of the electric vehicle 10 with a negative difference via a charger / discharger or a power cable. In this case, the person who received the supply of power may pay money or its equivalent to the person who supplied the power. The amount of payment may be calculated by the electronic devices 14 or the integrated management device 66 of both electric vehicles 10. The payment amount may be based on the amount of power received.

[0085] <2. Application Examples> (1) When a resident of a residence 2 goes out during the day in an electric vehicle 10, the resident may use an application program on his or her smartphone or other device to search for another residence 2 that can charge the electric vehicle 10. The application program may then guide the resident to the other residence 2, where the electric vehicle 10 is connected to the vehicle power converter 52 of the other residence 2 and the battery 12 of the electric vehicle 10 is charged. In this case, payment of money or its equivalent may be made as a remuneration for charging. The payment may be in the form of cash, electronic payment, cash-equivalent points, or credit payment. The payment amount may be calculated by the electronic device 14 of the electric vehicle 10, the individual management device 46 or the integrated management device 66 of the other residence 2, or two or more of these devices. The payment amount may be based on the amount of electricity supplied.

[0086] (2) When a resident of a residence 2 uses an application program on their smartphone or other device to go out in the daytime and search for another residence 2 that can discharge electricity from the electric vehicle 10, the application program may guide them to the other residence 2, where they can connect the electric vehicle 10 to the vehicle power converter 52 of the other residence 2 and discharge electricity from the battery 12 of the electric vehicle 10 to the vehicle power converter 52 of the other residence 2. In this case, they may receive money or its equivalent as compensation for discharging electricity. The payment may be in the form of cash, electronic payment, cash-equivalent points, or credit payment. The payment amount may be calculated by the electronic device 14 of the electric vehicle 10, the individual management device 46 or the integrated management device 66 of the other residence 2, or two or more of these devices. The amount received may be based on the amount of electricity supplied.

[0087] (3) Regardless of whether the electric vehicle 10 is connected to the vehicle power converter 52 or not, during the day, the power generated by the natural energy power generation device 8 is slowly charged to the stationary battery 56 by the power controller 50 and the battery power converter 54, and then the electric vehicle 10 is connected to the vehicle power converter 52, and the charged power of the stationary battery 56 is quickly charged to the battery 12 of the electric vehicle 10 by the battery power converter 54, the power controller 50, and the vehicle power converter 52, and after the stationary battery 56 is discharged, the power controller 50 and the vehicle power converter 52 may charge the battery 12 of the electric vehicle 10 with power supplied from the system power supply 30 through the distribution board 42 as needed. This helps to eliminate 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 cannot quickly charge the battery 12 of the electric vehicle 10.

[0088] <3. Summary> (1) During the power generation time of the renewable energy power generation devices 8, i.e., during the daytime, the power generated by the multiple renewable energy power generation devices 8 is charged into the batteries 12 of the multiple electric vehicles 10 parked in the multiple parking lots 6, respectively. During the time when the renewable energy power generation devices 8 are not generating power, i.e., during the nighttime, the charging power is exchanged among the batteries 12 of the multiple electric vehicles 10 parked in the multiple parking lots 6, respectively. Therefore, even if any electric vehicle 10 is not parked in the parking lot 6 during the power generation time, if another electric vehicle 10 is parked in the parking lot 6 during the power generation time, the battery 12 of that other electric vehicle 10 is charged by the renewable energy power generation device 8. Therefore, if any of the electric vehicles 10 returns to the parking lot 6 during the non-power generation time, the charging power to the battery 12 of that electric vehicle 10 is generated by the renewable energy power generation device 8. Therefore, the power generated by the renewable energy power generation device 8 contributes to charging many electric vehicles 10.

[0089] (2) During non-power generation times, the battery 12 of the electric transport 10 is charged or discharged until the charge amount of the battery 12 reaches a set value determined based on the operating history. Therefore, the past operating trends of the electric transport 10 are reflected in the charge amount of the battery 12, and the charge amount of the battery 12 is appropriate, neither too much nor too little.

[0090] (3) The battery 12 of the electric transport device 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 sequence, speed data sequence, acceleration data sequence, or remaining capacity data sequence. Therefore, the past operating trends of the electric transport device 10 are reflected in the charge level of the battery 12, and the charge level of the battery 12 is neither excessive nor insufficient.

[0091] (4) The integrated management device 66 manages the operation history of each of the multiple electric vehicles 10 and determines the setting value based on the operation history of each of the multiple electric vehicles 10. Therefore, the charge amount of each battery 12 is neither excessive nor insufficient.

[0092] (5) During non-power generation hours, 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 daily schedule for the next day, so that the charge level of the battery 12 is appropriate, neither too much nor too little.

[0093] (6) During non-power generation times, 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 destination, travel route, or travel distance, so that the charge level of the battery 12 is neither excessive nor insufficient, and is appropriate.

[0094] (7) The integrated management device 66 manages the daily schedules of the multiple electric vehicles 10 and determines the setting values ​​based on the daily schedules for the following day for each of the multiple electric vehicles 10. This ensures that the charge amount of each battery 12 is neither excessive nor insufficient.

[0095] (8) Each natural energy power generation device 8 is a solar power generation panel, and the power generation time period is daytime and the non-power generation time period is nighttime. Residents tend to go out in the electric vehicles 10 during the daytime. Even if the electric vehicles 10 are not parked in the parking lot 6 during the daytime, if the electric vehicles 10 return to the parking lot 6 at night, the charging power to the battery 12 of that electric vehicles 10 is generated by the natural energy power generation device 8 and charged to the batteries 12 of other electric vehicles 10. Therefore, the power generation time period and non-power generation time period are compatible with human lifestyle rhythms, and the power generated by the natural energy power generation device 8 contributes to charging many electric vehicles 10.

[0096] (9) Since the electricity generated by the natural energy power generation device 8 is used to charge the electric 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. Natural energy power generation equipment 10 Electric transport aircraft 12 Battery 50 Power Controller 66 Integrated management device 70 Shared Power Controller

Claims

1. An energy utilization system, Multiple houses will be built on multiple neighboring lots, a plurality of natural energy power generation devices installed on the plurality of sites, respectively; a plurality of parking lots installed in the plurality of sites, During a power generation time period of the natural energy power generation device, batteries of a plurality of electric transport vehicles parked in each of the plurality of parking lots are charged by the plurality of natural energy power generation devices, respectively; During a time period when the natural energy power generation device is not generating power, charging power is exchanged among the batteries of the plurality of electric transport vehicles. An energy utilization system characterized by:

2. The energy utilization system according to claim 1, a plurality of power controllers that are installed at the plurality of sites, respectively, and that supply the power generated by the natural energy power generation device to a battery of the electric transport vehicle during a power generation time period of the natural energy power generation device; a shared power controller that switches charging power among the batteries of the plurality of electric transport vehicles during a time period when the natural energy power generation device is not generating power; An energy utilization system comprising:

3. The energy utilization system according to claim 2, The shared power controller switches charging power among the batteries of the plurality of electric transports until the charge amount of each of the batteries of the plurality of electric transports reaches a set value determined based on the operation history of each of the plurality of electric transports. An energy utilization system characterized by:

4. The energy utilization system according to claim 3, The operation history is an operating rate, a travel distance data string in which the travel distance of the electric transport is arranged in a daily chronological order, a speed data string in which the travel speed of the electric transport is arranged in a chronological order, an acceleration data string in which the acceleration of the electric transport is arranged in a chronological order, or a remaining charge data string in which the measured values ​​of the amount of charge remaining in the battery of the electric transport are arranged in a chronological order. An energy utilization system characterized by:

5. The energy utilization system according to claim 3 or 4, a management device for managing the operation history of each of the plurality of electric transport machines and determining a setting value based on the operation history of each of the plurality of electric transport machines; An energy utilization system comprising:

6. The energy utilization system according to claim 2, The shared power controller alternates charging power among the batteries of the plurality of electric vehicles until the charge amount of each of the batteries of the plurality of electric vehicles reaches a set value determined based on the daily schedule of each of the plurality of electric vehicles for the next day. An energy utilization system characterized by:

7. The energy utilization system according to claim 6, The daily schedule is a destination, a travel route, or a travel distance to be traveled by the electric vehicle. An energy utilization system characterized by:

8. The energy utilization system according to claim 6 or 7, a management device that manages the daily schedules of the plurality of electric transport machines and determines setting values ​​based on the daily schedules of the following day of the plurality of electric transport machines; An energy utilization system comprising:

9. The energy utilization system according to claim 1, 2, 3, 4, 6 or 7, The natural energy power generation device is a solar power generation panel, the power generation time period is daytime, and the non-power generation time period is nighttime. An energy utilization system characterized by:

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