Power control system and power control method

Abstract

To promote private consumption by charging an on-vehicle storage battery by giving priority to power by private power generation over power from a power system, in a power control system including solar power generation and a charge / discharge circuit of the on-vehicle storage battery.SOLUTION: A power control system includes: a solar power generation power circuit for supplying power by solar power generation; a system power circuit for supplying power from a power system; an EV charge / discharge circuit for charging an on-vehicle storage battery by power from the solar power generation power circuit and power from the system power circuit; and a control circuit for controlling charging of the on-vehicle storage battery based on an instruction that is received from a user. The control circuit receives a setting related to an upper limit charge amount for charging the on-vehicle storage battery with the power from the power system, and stops the charging with the power from the system power circuit when the charge amount of the in-vehicle storage battery reaches an upper limit, but does not stop the charging with the power from the solar power generation power circuit.SELECTED DRAWING: Figure 6

Description

[Technical Field]

[0001] The present invention relates to a power control system and a power control method, and more particularly to a power control system and a power control method for charging an on-board storage battery with power generated by solar power generation and power from a power grid. [Background technology]

[0002] Various types of electric vehicles, such as plug-in hybrid vehicles and electric vehicles, have been put into practical use, and their widespread use is expected to continue. In this specification, they are collectively referred to as EVs (short for Electric Vehicles) or electric vehicles. EVs are designed to charge their onboard storage batteries from an external power source. Many EV owners install EV charging equipment at home to charge their vehicles. Also known is a V2H system, which uses the power of the large-capacity onboard storage batteries installed in EVs as in-home electricity. A V2H system is a Vehicle to Home power system that discharges and supplies power stored in an EV's onboard storage battery to power loads in a home or to a stationary storage battery.

[0003] Meanwhile, against the backdrop of growing environmental awareness and rising energy prices, power control systems that utilize in-house power generators to minimize grid power consumption are becoming more common, rather than relying solely on grid power for power consumption. A typical example of such a system is photovoltaic power generation. However, the amount of power generated by photovoltaic power generation is affected by weather and the time of day. Therefore, in order to effectively utilize the power generated by photovoltaic power generation, the power control system provides a storage battery in the home to store surplus power generated during the daytime, and controls the use of the stored power during the night and morning hours when power consumption is high. Hereinafter, in this specification, a storage battery installed in the home will be referred to as a stationary storage battery to distinguish it from an in-vehicle storage battery. When the daytime surplus power alone cannot cover the power consumption, a system is also used in which power from the grid is stored in a stationary storage battery during the nighttime, when electricity rates are lower than during the daytime, and the stored power is used the following morning.

[0004] The following technology is known for effectively utilizing power stored in an in-vehicle storage battery during a power outage. The technology relates to a control system including a mobile first power storage device, a control device capable of controlling the discharge of the first power storage device to in-home electrical appliances, and a server capable of communicating with the control device. The server acquires information about the location of the first power storage device from another device, and if it determines that the first power storage device is located outside the area where the control device is installed, transmits information to the control device prompting charging of the first power storage device. The first power storage device is mobile, for example, mounted on a mobile object such as a vehicle or bicycle or carried by a user. When the first power storage device receives predetermined weather information, such as a heavy rain warning or a storm warning, from the server, it begins charging to fully charge the first power storage device. However, if the first power storage device is not in an area where it can communicate with the control device, such as when the user is out of the home, the control device cannot control the first power storage device in accordance with the weather information. In this case, the server acquires information about the location of the first power storage device from another device, and if it determines that the first power storage device is located outside the area, it transmits information prompting charging of the first power storage device. This is because when a mobile object equipped with the first power storage device returns home and the first power storage device is connected to the control system, more power can be secured in the event of a power outage. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Laid-Open No. 2016-226211 Summary of the Invention [Problem to be solved by the invention]

[0006] Both onboard and stationary batteries have the same function: they store power through charging and then supply that stored power to a load. Therefore, when an onboard battery is connected to a home's power control system via a V2H system, it can store surplus power, just like a stationary battery. However, what makes an onboard battery different from a stationary battery is that it supplies power to an electric vehicle that is disconnected from the V2H system and moves independently. Since it is not desirable for the remaining capacity of an onboard battery to run out while the electric vehicle is moving, it is necessary to store power in the onboard battery in advance, for example, according to the expected distance traveled per day. Generally, onboard batteries are often fully charged using power from the power grid during the nighttime hours when electricity rates are cheaper than during the day.

[0007] As mentioned above, home power control systems generally prioritize self-consumption of power generated by private power generation equipment and control the supply of power from the power grid as much as possible. For V2H systems that charge onboard storage batteries, if control could be implemented that prioritizes charging onboard storage batteries with power generated by private power generation equipment and minimizes the supply of power from the power grid as much as possible, it would be possible to meet user demands for solutions to environmental issues and rising energy prices. This invention has been made in consideration of the above circumstances, and provides a method for promoting self-consumption in a power control system equipped with a solar power generation system and a charging / discharging circuit for an on-board storage battery, by prioritizing power generated by self-generation over power from the power grid to charge the on-board storage battery. [Means for solving the problem]

[0008] The present invention provides a power control system comprising: a solar power generation power circuit that supplies power generated by solar power generation; a grid power circuit that supplies power from a power grid; an EV charge / discharge circuit that, when connected to an onboard storage battery of an electric vehicle, charges the onboard storage battery with power from the solar power generation power circuit and power from the grid power circuit; and a control circuit that receives instructions from a user and controls charging of the onboard storage battery based on those instructions, wherein the control circuit receives a setting related to an upper limit of the charge amount for charging the onboard storage battery with power from the power grid, and when the charge amount of the onboard storage battery reaches the upper limit, stops charging with power from the grid power circuit but does not stop charging with power from the solar power generation power circuit.

[0009] From a different perspective, the present invention provides a power control method, comprising the steps of: a control circuit that charges an on-board storage battery with power generated by solar power and power from a power grid; receiving a setting relating to an upper limit of the charge amount when charging the on-board storage battery; stopping charging with power from the power grid when the charge amount of the on-board storage battery reaches the set upper limit during charging; and continuing to supply power from solar power even when the charge amount reaches the upper limit. [Effects of the Invention]

[0010] In the power control system of this invention, the control circuit accepts a setting related to the upper limit of the charge amount for charging the on-board storage battery with power from the power grid, and when the charge amount of the on-board storage battery reaches the upper limit, charging with power from the grid power circuit is stopped, but charging with power from the solar power generation power circuit is not stopped.As a result, the on-board storage battery is charged with power generated by private generation given priority over power from the power grid, and self-consumption can be promoted. The power control method according to the present invention also provides the same effects. [Brief explanation of the drawings]

[0011] [Figure 1] 1 is an explanatory diagram illustrating an example of the configuration of a power control system according to a first embodiment. [Figure 2]2 is an explanatory diagram showing an example of an operation screen displayed on the remote controller shown in FIG. 1; [Figure 3] 1. FIG. 4 is an explanatory diagram showing an example of a setting item selection screen displayed on the remote controller shown in FIG. [Figure 4] FIG. 2 is an explanatory diagram showing an example of a V2H operation screen displayed on the remote controller shown in FIG. [Figure 5] 2 is an explanatory diagram showing an example of an operation mode setting screen displayed on the remote controller shown in FIG. 1; FIG. [Figure 6] 2 is an explanatory diagram showing an example of control relating to charging and discharging of an in-vehicle storage battery and an arbitrary stationary storage battery, which is executed by the PCS control circuit shown in FIG. 1 in each operation mode. [Figure 7] 1. FIG. 4 is an explanatory diagram showing an example of a setting screen for upper and lower limits of the charging rate of an in-vehicle storage battery displayed on the remote controller shown in FIG. [Figure 8] 2 is an explanatory diagram showing an example of a charge / discharge process according to the charging rate of an in-vehicle storage battery executed by the PCS control circuit shown in FIG. 1. [Figure 9] 2 is a flowchart illustrating an example of processing executed by a PCS control circuit shown in FIG. DETAILED DESCRIPTION OF THE INVENTION

[0012] The present invention will be described in more detail below with reference to the accompanying drawings. Note that the following description is given by way of example only in all respects and should not be construed as limiting the present invention. (Embodiment 1) FIG. 1 is an explanatory diagram showing an example of the configuration of a power control system according to a first embodiment of the present invention. The power control system 10 shown in FIG. 1 is a house that receives power from a power grid 15 via a distribution board 15B. The distribution board 15B also serves as a grid power circuit that connects the power control system 10 to the power grid 15. The power control system 10 shown in FIG. 1 includes a solar power generation system 11 and a V2H system 13. It also optionally includes a stationary storage battery system 12. The solar power generation system 11 generates power using sunlight. The optional stationary storage battery system 12 can store power generated by the solar power generation system 11, power from an onboard storage battery 14B of an EV 14, or power from the power grid 15 in a stationary storage battery 12B. The power stored in the stationary storage battery 12B can be supplied to power-using devices 16 connected to the distribution board 15B, which corresponds to an appliance connection unit, or to the EV 14 (described later), or can be sold to the power grid 15. EV 14 includes socket 14S, on-board storage battery 14B, and on-board charge / discharge control circuit 14C. Furthermore, V2H system 13 is a charging / discharging system for an electric vehicle that controls the charging and discharging of on-board storage battery 14B, and when an EV is connected to V2H system 13 as shown in Fig. 1, power supplied from on-board storage battery 14B of EV 14 can be supplied to stationary storage battery system 12 and power-using equipment 16, or sold to power grid 15. Conversely, on-board storage battery 14B of EV 14 can be charged with power supplied from solar power generation system 11 and power grid 15, or power discharged from stationary storage battery system 12.

[0013] As shown in FIG. 1, the solar power generation system 11 includes a solar module 11S, a power conditioner 11P (a power conditioner is also called a PCS or power conditioning system), and a remote controller 11R. The power conditioner 11P includes a PCS control circuit 11C, a solar power generation converter 11D, a bidirectional inverter 11V, and a remote controller 11R. The main body of the power conditioner 11P and the remote controller 11R are physically separated from each other but are connected via communication. The power conditioner 11P is also connected via communication to a HEMS controller 17. The HEMS controller 17 communicates with a HEMS server 17S located outside the home via a router 17R and a network. The power conditioner 11P is a component of not only the solar power generation system 11 but also the V2H system 13 and the stationary battery storage system 12.

[0014] The solar module 11S is a power generation device including one or more solar cells. When exposed to sunlight, it generates a DC voltage and passes a DC current based on that voltage through a circuit. The solar power generation converter 11D of the power conditioner 11P is a circuit that receives instructions from the PCS control circuit 11C and converts the DC voltage generated by the solar module 11S into a predetermined DC voltage. The bidirectional inverter 11V of the power conditioner 11P is a circuit that receives instructions from the PCS control circuit 11C and converts the DC voltage output by the solar power generation converter 11D into an AC voltage and outputs it to the power grid 15 and the power consumption device 16 connected to the outlet. Conversely, the bidirectional inverter 11V is a circuit that converts the AC voltage from the power grid 15 into a DC voltage and outputs it to the storage battery converter 12D and the EV converter 13D.

[0015] Any stationary storage battery system 12 includes a stationary storage battery 12B and a storage battery converter 12D. Furthermore, as described above, the system includes a power conditioner 11P and a remote controller 11R. The stationary storage battery 12B is a secondary battery capable of repeated charging and discharging, and is connected to the power conditioner 11P via the storage battery converter 12D. Upon receiving instructions from the PCS control circuit 11C, the storage battery converter 12D converts the DC voltage from the power conditioner 11P to a predetermined DC voltage and outputs the converted DC voltage to the stationary storage battery 12B, thereby charging the stationary storage battery 12B. Conversely, the storage battery converter 12D converts the DC voltage from the stationary storage battery 12B to a predetermined DC voltage and outputs the converted DC voltage to the power conditioner 11P. This allows power from the stationary storage battery 12B to be supplied to power-using devices 16 connected to a distribution board 15B, to an onboard storage battery 14B of an EV 14 connected to the V2H system 13, or to the power grid 15. Also, the DC voltage from the stationary storage battery 12B is converted to a predetermined DC voltage and output to the power conditioner 11P, and the power is supplied to the in-vehicle storage battery 14B via the EV converter 13D to charge the battery.

[0016] The V2H system 13 includes a connector 13C for connecting an EV and an EV converter 13D. The connector 13C includes a connector latch 13L. Furthermore, as described above, the system includes a power conditioner 11P and a remote controller 11R. The EV converter 13D is an EV charging / discharging circuit that receives instructions from the PCS control circuit 11C and converts the DC voltage from the power conditioner 11P to a predetermined DC voltage. Then, when the connector 13C is connected to a socket 14S of the EV 14, the EV converter supplies power to the onboard storage battery 14B to charge it. Conversely, the EV converter converts the DC voltage output from the onboard storage battery 14B via the socket 14S and connector 13C to a predetermined DC voltage and supplies it to the power conditioner 11P. This allows the power stored in the onboard storage battery 14B to be supplied to the power consumption devices 16, the stationary storage battery 12B, and the power grid 15 connected to the distribution board 15B. The connector latch 13L is switched between a locked and unlocked state by the PCS control circuit 11C. In the locked state, the connector latch 13L physically secures the connection between the connector 13C and the socket 14S, preventing the connector 13C from being disconnected. For a user to disconnect the connector 13C from the socket 14S, the connector latch 13L must be in the unlocked state. When the connector latch 13L is in the unlocked state, the onboard battery 14B cannot be charged or discharged. In this specification, when the connector 13C is connected to the socket 14S of the EV 14 and the connector latch 13L is locked, the EV 14 and the V2H system 13 are said to be connected. When the connector latch 13L is unlocked, the connection between the EV and the V2H system is said to be released. When the connector 13C is connected to the socket 14S of the EV 14 and the connector latch 13L is locked, the connector is said to be connected to the EV, and when the connector latch 13L is unlocked, the connector is said to be released.

[0017] The power consumption devices 16 are loads that consume power, such as household electrical appliances and information devices, such as air conditioners and cooking appliances. The stationary storage battery 12B and the in-vehicle storage battery 14B of the EV 14 are also power loads when they are charged. The remote controller 11R includes a display device that displays information related to the power controlled by the PCS control circuit 11C and an operation device that accepts user operations.

[0018] The PCS control circuit 11C is a charge / discharge control circuit for the power control system 10, and includes a processor, memory, input / output circuits, communication circuits, and the like. The PCS control circuit 11C is communicatively connected to the solar power generation converter 11D, the bidirectional inverter 11V, the storage battery converter 12D, and the EV converter 13D. The PCS control circuit 11C acquires information regarding the connection or non-connection of the EV 14 via the connector 13C and the charge state (e.g., charging power value, remaining capacity) of the onboard storage battery 14B of the EV 14, and displays this information on the display device of the remote controller 11R. The PCS control circuit 11C also accepts user operations via the remote controller 11R regarding settings related to charging and discharging the EV 14. The PCS control circuit 11C also acquires information regarding the charge state (e.g., charging power value, remaining capacity) of the stationary storage battery 12B of the stationary storage battery system 12, and displays this information on the display device of the remote controller 11R. The PCS control circuit 11C also accepts user operations via the remote controller 11R regarding settings related to charging and discharging the stationary storage battery 12B.

[0019] To charge EV 14, the user connects connector 13C to socket 14S provided on EV 14. This connects a power line between EV converter 13D of V2H system 13 and on-board storage battery 14B, and a communication line between EV converter 13D and on-board charge / discharge control circuit 14C. The processor of PCS control circuit 11C is then able to obtain the status of on-board storage battery 14B via EV converter 13D and on-board charge / discharge control circuit 14C. PCS control circuit 11C supplies power to on-board storage battery 14B while checking the status of on-board storage battery 14B. The on-board charge / discharge control circuit 14C includes a processor, memory, input / output circuits, communication circuits, etc., and controls communication with V2H system 13 and charging / discharging of on-board storage battery 14B.

[0020] The PCS control circuit 11C and the remote controller 11R display the charging and discharging power of the onboard storage battery 14B of the EV 14 connected to the connector 13C and the charging and discharging power of the stationary storage battery 12B. In addition, the PCS control circuit 11C may display information related to the power control of the power control system 10 executed by the power conditioner 11P. For example, the PCS control circuit 11C may display information such as power consumption based on voltage and current values ​​related to power transmitted to and received from the power grid 15, detected by a smart meter or power sensor (not shown in FIG. 1). The PCS control circuit 11C may also display the power and amount of power purchased from and sold to the power grid 15 by the power control system 10. Furthermore, the PCS control circuit 11C may display the amount of power generated by the solar module 11S. In this embodiment, the processes related to the control of the power conditioner 11P and the processes related to display and operation are integrated in the PCS control circuit 11C. However, for example, a configuration in which the remote controller 11R executes part of the processes related to display and operation may also be considered. Similarly, for example, regarding the communication process with the EV 14 and the process related to the charge / discharge control of the in-vehicle storage battery 14B, the EV converter 13D may also perform some of these processes.

[0021] The HEMS controller 17 communicates with the solar power generation system 11, the stationary battery system 12, and the V2H system 13 to perform power control for the power control system 10. Specifically, the HEMS controller 17 communicates with a remote controller 11R for the power conditioner 11P. The HEMS controller 17 also communicates with an information device 17D, such as a user's smartphone, to provide information related to power control and accept user settings related to power control. The remote controller 11R may also function as the information device 17D, communicate with the HEMS controller 17 to provide information related to power control, and accept user settings related to power control. Conversely, the mobile information device may also function as the remote controller 11R. In the example shown in FIG. 1, the storage battery converter 12D and the EV converter 13D are separate devices from the power conditioner 11P, but some or all of them may be included in the power conditioner 11P.

[0022] <V2H system operation> An example of a procedure for a user to operate the V2H system 13 to instruct charging and discharging of the onboard storage battery 14B of an EV 14 in the power control system 10 shown in FIG. 1 will be described. FIG. 2 is an explanatory diagram showing an example of an operation screen displayed on a display device provided in the remote controller 11R shown in FIG. 1. The operation screen shown in FIG. 2 is an example of a top screen that provides comprehensive information about the power control system 10. The PCS control circuit 11C causes the remote controller 11R to display a top screen 20 as shown in FIG. 2. Three tabs are arranged at the top of the top screen 20: a [Solar] tab 26, a [Settings] tab 27, and a [History] tab 28. FIG. 2 shows an initial state in which the [Solar] tab 26 is selected. With the [Solar] tab 26 selected, a photovoltaic power generation information display area 21, a V2H information display area 22, a stationary storage battery information display area 23, and a power consumption / power purchase / sales display area 24 are arranged from the left end to the right end of the top screen 20, as shown by dashed-line frames.

[0023] The photovoltaic power generation information display area 21 provides information such as the power generated by the photovoltaic power generation system 11. The V2H information display area 22 provides information such as the charge / discharge state of the in-vehicle storage battery 14B. The stationary storage battery information display area 23 provides information such as the charge / discharge state of the stationary storage battery 12B. The power consumption / purchased power display area 24 provides information related to the power consumption, power sale or purchase state, and the power of the power control system 10. When the [Settings] tab 27 is touched on the top screen 20, the PCS control circuit 11C switches the top screen 20 to the setting item selection screen shown in Figure 3 in response to the operation.

[0024] FIG. 3 is an explanatory diagram showing an example of a setting item selection screen. Instead of the [Solar] tab 26 selected in FIG. 2, the [Settings] tab 27 is selected in FIG. 3. The setting item selection screen 30 shown in FIG. 3 has operation buttons for selecting eight setting items. The [ECHONET Lite Settings] button in the upper left accepts a setting for whether to enable control from ECHONET Lite-compatible devices by communicating with the EV 14 in accordance with the ECHONET Lite (registered trademark) standard, a standard for device-to-device communication. Communication compliant with the ECHONET Lite standard enables control via communication using standardized communication procedures between devices of different types and manufacturers. The [Contract Power Nighttime Setting] button to the right of the [ECHONET Lite Settings] button accepts a setting for a nighttime period during which the electricity rate of the power grid to which the user has a contract is cheaper than during the daytime. The [Storage Battery Actual Capacity Diagnosis] button to the right of the [Contract Power Nighttime Setting] button accepts a setting for individually executing actual capacity diagnoses of the stationary storage battery 12B and the vehicle storage battery 14B.

[0025] Additionally, the [Operation Mode Setting] button 31 below the [ECHONET Lite Setting] button on the far left accepts the setting of an operation mode related to the charge / discharge control of the stationary storage battery 12B and the in-vehicle storage battery 14B. If the power control system 10 is equipped with a stationary storage battery system 12, this accepts the setting of the operation mode for both the stationary storage battery system 12 and the in-vehicle storage battery 14B collectively. Details of the operation modes will be described later. The [Storage Battery Keep Remaining Capacity Setting] button to the right of the [Operation Mode Setting] button 31 accepts the setting of the minimum capacity (remaining capacity) that should be maintained in the stationary storage battery 12B in preparation for a power outage in the power grid 15. The setting corresponding to the remaining capacity to be maintained in the in-vehicle storage battery 14B is performed by selecting the [V2H Charging Upper Limit / Discharging Lower Limit Setting] button 32, which will be described later. The [Independent Operation Automatic Switching Setting] button to the right of the [Storage Battery Keep Remaining Capacity Setting] button accepts the setting of whether the power control system 10 automatically switches from grid-connected operation during normal operation to independent operation during a power outage in the power grid 15.

[0026] The [V2H Charging Upper / Discharging Lower Limit Setting] button 32 located below the [Storage Battery Keep Remaining Capacity Setting] button accepts the setting of a V2H upper limit charging rate, which causes the power control system 10 to stop charging the in-vehicle storage battery 14B when the charging rate of the in-vehicle storage battery 14B reaches a set upper limit value. Details will be described later. Furthermore, the button accepts the setting of a V2H discharging lower limit charging rate, which causes the power control system 10 to stop discharging when the charging rate of the in-vehicle storage battery 14B reaches a set lower limit value when discharging from the in-vehicle storage battery 14B. The V2H discharging lower limit charging rate for the in-vehicle storage battery 14B corresponds to the keeping remaining capacity setting for the stationary storage battery 12B. The [V2H Operation] button 33 located immediately to the right of the [V2H Charging Upper / Discharging Lower Limit Setting] button 32 accepts instructions related to charging and discharging of the V2H system 13. When the [V2H operation] button 33 is touched, the PCS control circuit 11C causes the remote controller 11R to display a V2H operation screen 40 shown in FIG.

[0027] As shown in FIG. 4, the V2H operation screen 40 has a [Manual Charge] button 41 that accepts an instruction to manually charge the on-board storage battery 14B and an [Automatic Drive] button 42 that accepts an instruction to automatically charge the on-board storage battery 14B. When the [Automatic Drive] button 42 is operated, the PCS control circuit 11C responds to the operation by starting the charging / discharging process of the on-board storage battery in the mode set on an operation screen (not shown). The V2H operation screen 40 also has an [EV Disconnect] button 43 that accepts an instruction to unlock the connector 13C. When the [EV Disconnect] button is touched, the connector latch 13L is unlocked, and the connector is disconnected from the EV. When the connector is disconnected from the EV, the [EV Disconnect] button 43 changes its display to an [EV Connect] button. When the [EV Connect] button is touched, the connector latch 13L is locked, and the connector is connected to the EV. Additionally, an operation display section 44 is located in the center of the V2H operation screen 40, which shows an illustration of the EV 14 and indicates the operation currently being performed by the V2H system 13. When an instruction for autonomous driving is received on the V2H operation screen 40, the PCS control circuit 11C charges the in-vehicle storage battery 14B in accordance with the operation mode set on the operation mode setting screen described next.

[0028] When the [Operation Mode Setting] button 31 is touched on the setting item selection screen 30 shown in FIG. 3, the PCS control circuit 11C causes the remote controller 11R to display an operation mode setting screen 50 shown in FIG. 5 instead of the setting item selection screen 30. As shown in FIG. 5, five operation buttons are arranged on the operation mode setting screen 50 for selecting five operation modes. At the top left is an [Economy Mode] button 51 for selecting the "Economy Mode." To the right of the [Economy Mode] button 51 is a [Clean Mode (with overnight charging)] button 52 for selecting the "Clean Mode (with overnight charging)." To the right of the [Clean Mode (with overnight charging)] button 52 is a [Clean Mode (without overnight charging of storage battery)] button 53 for selecting the "Clean Mode (without overnight charging of storage battery)." Also, below the [Economy Mode] button 51 is an [ECHONET Lite Device Dedicated Mode] button 54 for selecting the "ECHONET Lite Device Dedicated Mode." To the right of the [ECHONET Lite Device Exclusive Mode] button 54 is a [Battery Charging Mode] button 55 for selecting the battery charging mode.

[0029] FIG. 6 is an explanatory diagram showing an example of the charge / discharge control of the in-vehicle storage battery and any stationary storage battery executed by the PCS control circuit 11C when one of the operation modes is selected on the operation mode setting screen 50 shown in FIG. 5. The vertical columns in FIG. 6 correspond to the respective operation modes. However, "(V2H) manual charging" corresponds to the operation mode selected by the [Manual charging] button 41 shown in FIG. 4. Furthermore, "(Storage battery) charging mode" and "Clean mode (no overnight storage battery charging)" can only be set when the power control system 10 is equipped with the stationary storage battery system 12. The horizontal direction of FIG. 6 is provided with a column showing a priority setting (priority setting) regarding which of the in-vehicle storage battery 14B and the stationary storage battery 12B is to be given priority for charging / discharging when the power control system 10 is equipped with the stationary storage battery system 12, and a column showing the overall charge / discharge control content. As shown in FIG. 6, the charge / discharge priority setting is valid when the operation mode is set to one of the automatic operation modes, "Economy Mode," "Clean Mode (with overnight charging)," and "Clean Mode (without overnight battery charging)." The charge / discharge priority setting may be predetermined or user-configurable. The PCS control circuit 11C controls the PCS control circuit 11C so that when the battery with the higher charge priority setting is fully charged or reaches its upper charge limit, the battery with the lower charge priority setting is charged. When the battery with the higher discharge priority setting reaches its lower discharge limit, the battery with the lower discharge priority setting is discharged. Furthermore, when both the in-vehicle battery 14B and the stationary battery 12B are charged or discharged, such as during overnight charging in the "Economy Mode," the charging or discharging may be performed simultaneously if the power conditioner 11P has sufficient capacity.

[0030] The "economic mode" is an autonomous driving mode that attempts to sell as much solar-generated power as possible to the power grid 15. Excess solar-generated power during the day is sold. Here, surplus power refers to the power that exceeds the power consumption of the power-using devices 16 when the power generated by the solar power generation exceeds the power consumption of the power-using devices 16. In the "economic mode," the power generated by the solar power generation is supplied to the power-using devices 16 preferentially, and the surplus power is sold to the power grid 15. During the nighttime hours, any stationary storage battery 12B and any on-board storage battery 14B are charged with power from the power grid 15. During other hours, if the power generated by the solar power generation is lower than the power consumption of the power-using devices 16, power is supplied to the power-using devices 16 from the on-board storage battery 14B and any stationary storage battery 12B to reduce power purchases during the day. The "clean mode (with overnight charging)" and the "clean mode (without overnight battery charging)" are both automatic driving modes that attempt to reduce the purchase of power from the power grid 15 by self-consuming as much power generated by solar power generation as possible. In the clean mode, power generated by solar power generation is supplied preferentially to the power consumption devices 16, and surplus power is charged to the stationary storage battery 12B or the in-vehicle storage battery 14B. Of the two clean modes, the "clean mode (with overnight charging)" is a mode in which the in-vehicle storage battery 14B and any stationary storage battery 12B are charged with surplus power generated during the day by solar power generation, and when there is no surplus power, power is supplied from the stationary storage battery 12B and the in-vehicle storage battery 14B to the power consumption devices 16. Note that when any stationary storage battery 12B and any in-vehicle storage battery 14B are both fully charged, the surplus power is sold. During the nighttime hours, the vehicle-mounted storage battery 14B and any stationary storage battery 12B are charged with power from the power grid 15. The upper limit of the charging rate of the vehicle-mounted storage battery 14B with power from the power grid 15 is set to the V2H charging upper limit charging rate.

[0031] The "ECHONET Lite device-only mode" is a mode that follows instructions received through ECHONET Lite communication. The "(V2H) manual charging" mode is a mode that gives top priority to charging the in-vehicle storage battery 14B. If there is surplus power from solar power generation, the stationary storage battery 12B is also charged. In the "(V2H) manual charging" mode, the surplus refers to the power that exceeds the power generated by solar power generation when it exceeds the power that is charged to the in-vehicle storage battery 14B. The "(storage battery) charging mode" is a mode that gives top priority to charging the stationary storage battery 12B. If there is surplus power from solar power generation, the in-vehicle storage battery 14B is also charged. In the "(storage battery) charging mode," the surplus refers to the power that exceeds the power that is generated by solar power generation when it exceeds the power that is charged to the stationary storage battery 12B. In the "clean mode (no overnight battery charging)," if there is surplus daytime power generated by solar power generation, the vehicle-mounted storage battery 14B and the stationary storage battery 12B are charged, and if there is no surplus power, power is supplied from the stationary storage battery 12B and the vehicle-mounted storage battery 14B to the power consumption equipment 16. The surplus power in the "clean mode (no overnight battery charging)" is the power that exceeds the power consumed by the power consumption equipment 16 when the power generated by solar power generation exceeds the power consumed by the power consumption equipment 16. In the "clean mode (no overnight battery charging)," the power generated by solar power generation is preferentially supplied to the power consumption equipment 16, and the surplus power is charged to the stationary storage battery 12B or the vehicle-mounted storage battery 14B. When the stationary storage battery 12B and the vehicle-mounted storage battery 14B are fully charged, the surplus power is sold. During the nighttime hours, the vehicle-mounted storage battery 14B is charged with power from the power grid 15. On the other hand, during the nighttime hours, the stationary storage battery 12B supplies power to the power consumption device 16. During the nighttime hours, the stationary storage battery 12B also supplies power to the in-vehicle storage battery 14B to charge it. During the day, the stationary storage battery 12B is also charged with power generated by solar power generation, so this mode can also be said to be one in which the in-vehicle storage battery 14B is charged with power generated by solar power via the stationary storage battery 12B. The upper limit for charging the in-vehicle storage battery 14B with power from the power grid 15 is the charge rate set as the V2H charging upper limit charge rate.Furthermore, the upper limit for charging the on-board storage battery 14B with power from the stationary storage battery 12B is also set to the charging rate set as the V2H charging upper limit. By setting the upper limit for charging the on-board storage battery 14B with power from the power grid 15 or the stationary storage battery 12B during nighttime hours to the charging rate set as the V2H charging upper limit, charging of the on-board storage battery 14B during nighttime hours can be limited. Because charging stops when the V2H charging upper limit is reached, setting the V2H charging upper limit can also limit the charging time. Furthermore, the capacity between the V2H charging upper limit and the EV charging upper limit is a capacity where power from the power grid 15 cannot be charged but solar power can be charged, ensuring capacity for charging solar power during the day. Furthermore, by setting the upper limit for charging the on-board storage battery 14B with power from the power grid 15 to the charging rate set as the V2H charging upper limit, purchasing of power from the power grid 15 can be suppressed and the use of solar power can be promoted. Furthermore, by setting the upper limit of charging the in-vehicle storage battery 14B with power from the power grid 15 during the daytime to the charging rate set as the V2H charging upper limit charging rate, it is possible to ensure the capacity for charging with power generated by solar power. In addition, it is possible to reduce the amount of power purchased from the power grid 15 and promote the use of power generated by solar power.

[0032] FIG. 7 is an explanatory diagram showing an example of a screen for setting upper and lower limits of the charging rate of an in-vehicle storage battery. When the [V2H Charging Upper Limit / Discharging Lower Limit Setting] button 32 is touched on the setting item selection screen 30 shown in FIG. 3, the PCS control circuit 11C causes the remote controller 11R to display a V2H Charging Upper Limit / Discharging Lower Limit Setting screen 70 shown in FIG. 7 instead of the setting item selection screen 30. As shown in FIG. 7, the left side of the V2H Charging Upper Limit / Discharging Lower Limit Setting screen 70 accepts the setting of the V2H Charging Upper Limit / Discharging Lower Limit Setting screen, and the right side accepts the setting of the V2H Discharging Lower Limit Setting screen. The left screen displays a V2H Charging Upper Limit Setting value 71, and a V2H Charging Upper Limit Setting button 72 consisting of an up arrow and a down arrow accepts a change to the V2H Charging Upper Limit Setting value 71. The right screen displays a V2H Discharging Lower Limit Setting value 73, and a V2H Discharging Lower Limit Setting button 74 consisting of an up arrow and a down arrow accepts a change to the V2H Discharging Lower Limit Setting value 73. However, until the [OK] button 76 is touched, any changes to the V2H charging upper limit setting value 71 and the V2H discharging lower limit setting value 73 are not reflected in the control, and only the display of the V2H charging upper limit / discharging lower limit setting screen is changed.

[0033] FIG. 8 is an explanatory diagram illustrating an example of the charging and discharging process of the onboard battery 14B executed by the PCS control circuit 11C according to the charging rate. In FIG. 8, the three horizontal divisions indicate charging control of the onboard battery 14B using solar power generation, charging control of the onboard battery 14B using power from the power grid, and discharging control of the onboard battery 14B on the right. The vertical direction indicates the charging rate of the onboard battery 14B, with the higher the charging rate, the higher the charging rate. A charging rate of 100% corresponds to a fully charged state, and a charging rate of 0% corresponds to an empty state of the onboard battery 14B. The upper limit charging rate and the lower limit discharging rate are charging rates determined for each vehicle model of the EV 14 in accordance with standards related to charging of the EV 14, such as the CHAdeMO standard. Charging of the onboard battery 14B is prohibited when the charging rate of the onboard battery installed in the EV exceeds the upper limit charging rate. Furthermore, when the in-vehicle storage battery 14B has a charging rate below the EV discharge lower limit charging rate, discharging from the in-vehicle storage battery 14B is prohibited. Here, control may be performed by regarding the upper limit charging rate as a fully charged state of 100% and the lower limit discharging rate as a fully discharged state of 0%. Alternatively, the upper limit charging rate may be presented to the user as a fully charged state of 100% and the lower limit discharging rate as a fully discharged state of 0%. For example, the charging rate displayed on the remote controller 11R may be presented as 100% (fully charged) when the charging rate is 95% and as 0% when the charging rate is 15%. In this case, the V2H discharge lower limit setting value 73 shown in FIG. 7 may be set so that the upper limit charging rate is 100% and the lower limit discharging rate is 0%.

[0034] As shown at the left end of Fig. 8 as a chargeable range 81 by solar power generation, the PCS control circuit 11C controls charging of the on-board storage battery 14B with solar power generation so that the charging occurs when the charging rate is in the range from 0% to the EV charging upper limit charging rate. In contrast, as shown at the center of Fig. 8 as a chargeable range 82 from the power grid, the PCS control circuit 11C controls charging of the on-board storage battery 14B with power from the power grid 15 so that the charging rate is in the range from 0% to the V2H charging upper limit charging rate. In the example shown in Fig. 8, the EV charging upper limit charging rate is 95%, while the V2H charging upper limit charging rate is a lower value of 75%. While the EV charging upper limit charging rate is a value that corresponds to the type of EV 14, the V2H charging upper limit charging rate is a value that the PCS control circuit 11C accepts as a user setting or change on the V2H charging upper limit / discharge lower limit setting screen shown in Fig. 7.

[0035] The V2H charging upper limit setting defines the upper limit for charging using power from the power grid 15. Charging using power from the power grid 15 occurs during nighttime hours. Setting an upper limit for charging using power from the power grid 15 during nighttime hours ensures that the onboard storage battery 14B has available capacity. This allows the onboard storage battery 14B to be charged using solar-generated power during the day the following day, thereby promoting in-home power consumption. To set an upper limit for charging using power from the power grid 15, for example, the EV 14 may provide historical information, including mileage and time, to the power control system 10 or the HEMS server 17S. The PCS control circuit 11C may then acquire this information and predict the EV 14's driving for the next day, and set the V2H charging upper limit setting based on this prediction. However, predicting a user's driving schedule based on the driving history can be challenging. In addition to driving on a daily, weekly, or monthly basis, EV 14 may also be driven on an aperiodic, irregular, or one-off basis. Therefore, the V2H charging upper limit / lower limit setting screen 70 allows the user to set a V2H charging upper limit charge rate, enabling flexible response. Based on the next morning's schedule, the user can appropriately adjust the charging of the onboard storage battery 14B using power from the power grid 15 during the nighttime hours. The setting of the upper limit charge rate for charging using power from the power grid 15 may also be valid during the day. During the day, when the charge reaches the set upper limit, the onboard storage battery 14B is charged only with power generated by solar power. Even during the day, charging using power from the power grid 15 may continue until the charge reaches the set upper limit. When the charge amount of the onboard storage battery has not reached its upper limit and the onboard storage battery can be charged with more power than the power generated by solar power, power from the power grid is further used. In this case, when the charge amount of the onboard storage battery reaches its upper limit, charging using power from the power grid is stopped, and charging using power generated by solar power continues. Alternatively, when the charge amount of the onboard storage battery has not reached its upper limit and there is no power from solar power generation, power from the power grid is used. In this case, when the charge level of the on-board storage battery reaches an upper limit, charging using power from the power grid is stopped, and thereafter, if charging using power generated by solar power becomes possible, charging is performed using power generated by solar power.As described above, because a user may drive EV 14 on an irregular, irregular, or one-off basis, it is desirable to keep on-board storage battery 14B constantly charged to a predetermined charge rate. Even during the day, by charging with power from power grid 15 until the charge reaches a set upper limit, the power required for driving EV 14 can be stored. Furthermore, by using additional power from the power grid, charging can be completed in a short time.

[0036] Returning to the explanation of FIG. 8 , as shown by the dischargeable range 83 at the right end of FIG. 8 , the PCS control circuit 11C controls the onboard battery 14B to discharge when the charge rate of the onboard battery 14B is between 100% and the V2H discharge lower limit charge rate. However, by setting the V2H discharge lower limit charge rate, discharge is prevented when the charge rate falls below the V2H discharge lower limit charge rate. As described above, because users may drive EV 14 non-periodic, irregular, or one-off occasions, it is desirable to keep the onboard battery 14B charged to a predetermined charge rate. Therefore, the V2H charge upper / lower limit setting screen 70 allows the user to set the V2H discharge lower limit charge rate, enabling flexible response. The user can appropriately adjust the lower limit charge rate that should be maintained in the onboard battery 14B based on the geographical conditions of the area, the daily driving conditions of the EV 14, and the like. The control to prevent discharging when the V2H charging rate falls below the lower limit of discharge is a control that is performed when the EV is interconnected with the power grid 15, and when the EV is operating independently, discharging is performed up to the lower limit of discharge.

[0037] (Embodiment 2) In the first embodiment, the power control system 10 is described on the assumption that it includes a stationary storage battery system 12, although it is optional whether or not the power control system 10 includes the stationary storage battery system 12. However, the present invention is not limited to this configuration. The present invention is also applicable to a configuration in which the power control system 10 does not include the stationary storage battery system 12, but includes a solar power generation system 11 and a V2H system 13. Note that, if the power control system 10 does not include the stationary storage battery system 12, the "(storage battery) charging mode" and "clean mode (no overnight charging of storage battery)" among the operation modes shown in Fig. 6 are not available as options.

[0038] (flowchart) The process for charging and discharging the in-vehicle storage battery 14B executed by the PCS control circuit 11C will be described with reference to a flowchart. Fig. 9 is a flowchart showing the procedure of the process executed by the PCS control circuit 11C shown in Fig. 1. Note that the V2H upper limit charging storage rate and the V2H lower limit discharging storage rate are set using the V2H upper limit charging / lower limit discharging setting screen 70, and are set to the state shown in Fig. 8, and the process for setting these is omitted. Also, it is assumed that autonomous driving is selected on the V2H operation screen 40, and one of the modes related to autonomous driving is set on the driving mode setting screen 50.

[0039] The PCS control circuit 11C repeatedly executes the process shown in Fig. 9 to execute processing according to each situation. As shown in Fig. 9, the PCS control circuit 11C determines whether to charge, discharge, or put the in-vehicle storage battery 14B into standby mode in the current situation, depending on the status of solar power generation and the set operation mode, and, if the stationary storage battery system 12 is provided, depending on the status of the stationary storage battery 12B (step S11).

[0040] As a result, if the situation is such that the in-vehicle storage battery 14B should be charged (Yes in step S13), the PCS control circuit 11C then determines whether or not the charging rate of the in-vehicle storage battery 14B is less than the upper limit EV charging charging rate (step S15). If the charging rate of the in-vehicle storage battery 14B is not less than the upper limit EV charging charging rate (No in step S15), the process returns to step S11, and the processes from step S11 onwards are executed sequentially. On the other hand, if the charging rate of the in-vehicle storage battery 14B is less than the upper limit EV charging charging rate (Yes in step S15), the PCS control circuit 11C then determines whether or not the charging rate of the in-vehicle storage battery 14B is less than the upper limit V2H charging charging rate (step S17). If the charging rate of the in-vehicle storage battery 14B is less than the upper limit V2H charging charging rate (Yes in step S17), the PCS control circuit 11C allows charging using both solar power and power from the power grid to charge the in-vehicle storage battery 14B (step S19). Then, the process returns to step S11, and the processes from step S11 onward are executed sequentially. On the other hand, if the charging rate of the in-vehicle storage battery 14B is not less than the V2H charging upper limit charging rate (No in step S17), the PCS control circuit 11C charges the in-vehicle storage battery 14B only by allowing charging using power generated by solar power generation and not by using power from the power grid (step S21). That is, charging of the in-vehicle storage battery 14B is performed only when there is surplus power generated by solar power generation. Here, surplus power refers to the power generated by solar power generation minus the power supplied to the power-using devices. Then, the process returns to step S11, and the processes from step S11 onward are executed sequentially.

[0041] If, in step S13 described above, the vehicle-mounted battery 14B is not in a state where it should be charged (No in step S13), the PCS control circuit 11C then checks whether it has been determined that the vehicle-mounted battery 14B should be discharged (step S31). If the vehicle-mounted battery 14B is in a state where it should be discharged (Yes in step S31), the PCS control circuit 11C then determines whether the charge rate of the vehicle-mounted battery 14B is higher than the EV discharge lower-limit charge rate (step S33). If the charge rate of the vehicle-mounted battery 14B is not higher than the EV discharge lower-limit charge rate (No in step S33), the process returns to step S11, and the processes from step S11 onward are executed sequentially. On the other hand, if the charge rate of the vehicle-mounted battery 14B is higher than the EV discharge lower-limit charge rate (Yes in step S3), the PCS control circuit 11C then determines whether the vehicle-mounted battery 14B is in a linked operation or preparation state (step S34). If the vehicle-mounted battery 14B is not in a linked operation or preparation state, i.e., if the vehicle-mounted battery 14B is in an autonomous operation state, the process proceeds to step S37, which will be described later. On the other hand, if the linked operation is in progress or preparation is in progress, the PCS control circuit 11C then determines whether the charge rate of the in-vehicle storage battery 14B is higher than the V2H discharge lower limit charge rate (step S35). If the charge rate of the in-vehicle storage battery 14B is higher than the V2H discharge lower limit charge rate (Yes in step S35), the PCS control circuit 11C allows discharge from the in-vehicle storage battery 14B and supplies power to the power usage device 16 of the power load (step S37). Then, the process returns to step S11, and the processes from step S11 onwards are executed sequentially. The above is the process related to charging and discharging the in-vehicle storage battery 14B executed by the PCS control circuit 11C.

[0042] As mentioned above, (i) A power control system according to the present invention comprises a solar power generation power circuit that supplies power generated by solar power generation; a grid power circuit that supplies power from a power grid; an EV charge / discharge circuit that, when connected to an onboard storage battery of an electric vehicle, charges the onboard storage battery with power from the solar power generation power circuit and power from the grid power circuit; and a control circuit that receives instructions from a user and controls charging of the onboard storage battery based on the instructions, wherein the control circuit receives a setting related to an upper limit of the charge amount for charging the onboard storage battery with power from the power grid, and when the charge amount of the onboard storage battery reaches the upper limit, stops charging with power from the grid power circuit but does not stop charging with power from the solar power generation power circuit.

[0043] In this invention, the solar power generation power circuit is a circuit that supplies power generated by solar power to an on-board storage battery or other power loads in the power control system, such as air conditioners, cooking appliances, information appliances, etc. The solar power generation converter 11D in the above-described embodiment corresponds to the solar power generation power circuit. The grid power circuit is a circuit that supplies power from the power grid to the vehicle storage battery and other power loads in the power control system. The bidirectional inverter in the above-described embodiment corresponds to the grid power circuit. Furthermore, the EV charging / discharging circuit is a circuit for charging / discharging an on-board storage battery. The EV converter in the above-described embodiment corresponds to the EV charging / discharging circuit of this invention. Furthermore, the control circuit is a circuit that receives instructions from the user when charging the on-board storage battery and controls the solar power generation power circuit, the grid power circuit, and the EV charge / discharge circuit based on those instructions to charge the on-board storage battery. The PCS control circuit in the above-mentioned embodiment corresponds to the charge / discharge control circuit of this invention.

[0044] Further, preferred embodiments of the present invention will be described. (ii) When the control circuit supplies power from the solar power generation power circuit to the vehicle storage battery to charge it, and if the charge level of the vehicle storage battery has not reached the upper limit, the control circuit may further use power from the grid power circuit to charge the vehicle storage battery. According to this aspect, when the charge level of the on-board storage battery has not reached the upper limit and the on-board storage battery can be charged with more power than the power generated by solar power generation, the on-board storage battery can be charged in a shorter time by additionally using power from the power grid than when only power generated by solar power is used.

[0045] (iii) The vehicle may further include an equipment connection section to which power-using equipment that uses power is connected, and when power is generated by the solar power generation, the control circuit may supply power from the solar power generation power circuit to the power-using equipment with priority, and if there is surplus power, the vehicle storage battery may be charged with the surplus power even if the charge amount of the vehicle storage battery has reached the upper limit. According to this aspect, when the power consumption device connected to the device connection unit is a load of the power control system and the system is set to prioritize power supply to the power consumption device over the on-board storage battery, power is first supplied to the power consumption device, and if there is surplus power, the surplus power can be used to charge the on-board storage battery. In other words, the power used by the power consumption device is first supplied with power generated by solar power, and the surplus power is used to charge the on-board storage battery, allowing power to be consumed in-house.

[0046] (iv) The vehicle may further include an equipment connection unit to which power-using equipment that uses power is connected, and when power is being generated by the solar power generation, power from the solar power generation power circuit may be supplied preferentially to the on-board storage battery to charge the battery even if the charge amount has reached the upper limit, and if there is surplus power, it may be supplied to the power-using equipment, and any power shortage may be supplied from the grid power circuit to the power-using equipment. According to this aspect, when the power consumption device connected to the device connection unit is a load of the power control system and the power control system is set to prioritize power supply to the vehicle storage battery over the power consumption device, power can be supplied to the vehicle storage battery first to charge it, and if there is surplus power, the surplus power can be supplied to the power consumption device. In other words, the vehicle storage battery is first charged with power generated by solar power, and the surplus power can be used to cover the power used by the power consumption device, allowing the power to be consumed in-house.

[0047] (v) The vehicle may further include a battery charging / discharging circuit connected to a stationary storage battery for charging / discharging the stationary storage battery, and the control circuit charges the vehicle-mounted storage battery and the stationary storage battery according to a set priority order. However, if the charge amount of the vehicle-mounted storage battery has reached the upper limit, the control circuit may charge the stationary storage battery without charging the vehicle-mounted storage battery regardless of the priority order. According to this aspect, regardless of the priority setting for charging the vehicle-mounted storage battery and the stationary storage battery, if the charge amount of the vehicle-mounted storage battery has reached a set upper limit, the stationary storage battery can be charged without charging the vehicle-mounted storage battery.

[0048] (vi) One aspect of the present invention includes a power control method including the steps of: a control circuit that charges an on-board storage battery with power generated by solar power and power from a power grid; receiving a setting related to an upper limit of the charge amount when charging the on-board storage battery; stopping charging with power from the power grid when the charge amount of the on-board storage battery reaches the set upper limit during charging; and continuing charging with power generated by solar power even when the charge amount reaches the upper limit.

[0049] The aspects of the present invention also include combinations of any of the above-described aspects. In addition to the above-described embodiment, various modifications of the present invention are possible. These modifications should not be interpreted as not falling within the scope of the present invention. The present invention should include all modifications and equivalents to the scope of the claims. [Explanation of symbols]

[0050] 10: Power control system, 11: Photovoltaic power generation system, 11P: Power conditioner, 11C: PCS control circuit, 11D: Photovoltaic power generation converter, 11R: Remote controller, 11S: Photovoltaic module, 11V: Bidirectional inverter, 12: Stationary storage battery system, 12B: Stationary storage battery, 12D: Storage battery converter, 13: V2H system, 13C: Connector, 13D: EV converter, 13L: Connector latch, 14: EV, 14B: On-board storage battery, 14C: On-board charge / discharge control circuit, 14S: Socket, 15: Power system, 15B: Distribution board, 16: Power-using device, 17: HEMS controller, 17D: Information device, 17R: Router, 17S: HEMS server, 20: Top screen, 21: Photovoltaic power generation information display area, 22: V2H information display area, 23: Stationary storage battery information display area, 24: Power consumption / power bought and sold display area, 26: [Solar] tab, 27: [Settings] tab, 28: [History] tab, 30: Setting item selection screen, 31: [Operation mode setting] button, 32: [V2H charge upper / discharge lower limit setting] button, 33: [V2H operation] button, 40: V2H operation screen, 41: [Manual charge] button, 42: [Automatic operation] button, 43: [EV disconnection] button, 44: Operation display area, 50: Operation mode setting screen, 51: [Economic mode] button, 52: [Clean mode (with overnight charging)] button, 53: [Clean mode (without overnight battery charging)] button, 54: [ECHONET Lite device only mode] button, 55: [Battery charging mode] button, 70: V2H charge upper limit / discharge lower limit setting screen, 71: V2H charge upper limit setting value, 72: V2H charge upper limit setting button, 73: V2H discharge lower limit setting value, 74: V2H discharge lower limit setting button, 76: [OK] button, 81: Possible charging range by solar power generation, 82: Possible charging range from the power grid, 83: Possible discharging range

Claims

1. a solar power generation power circuit for supplying power generated by solar power; a grid power circuit for supplying power from a grid; a charging / discharging circuit for an EV that, when connected to an on-board storage battery of an electric vehicle, charges the on-board storage battery with power from the solar power generation power circuit and power from the grid power circuit; a control circuit that receives an instruction from a user and controls charging of the vehicle-mounted storage battery based on the instruction; the control circuit accepts a setting related to an upper limit of a charge amount for charging the vehicle storage battery with electric power from the power grid; When the charge amount of the vehicle-mounted storage battery has not reached the upper limit, power from the solar power generation power circuit and power from the grid power circuit are supplied to the vehicle-mounted storage battery to charge it; When the charge amount of the vehicle storage battery reaches the upper limit, charging with power from the grid power circuit is stopped, but charging with power from the solar power generation power circuit is not stopped.

2. The power supply system further includes a device connection unit to which a power consumption device that consumes power is connected, 2. The power control system according to claim 1, wherein when power is being generated by the solar power generation, the control circuit controls so that power from the solar power generation power circuit is supplied to the power-using device with priority, and if there is surplus power, the surplus power is used to charge the on-board storage battery even if the charge amount of the on-board storage battery has reached the upper limit.

3. The power supply system further includes a device connection unit to which a power consumption device that consumes power is connected, 2. The power control system according to claim 1, wherein, when power is being generated by the solar power generation, power from the solar power generation power circuit is supplied preferentially to the on-board storage battery, thereby charging the on-board storage battery even if the charge amount has reached the upper limit, and if there is surplus power, it is supplied to the power consumption device, and any power shortage is supplied from the grid power circuit to the power consumption device.

4. further comprising a battery charge / discharge circuit connected to the stationary battery to charge / discharge the stationary battery; 2. The power control system according to claim 1, wherein the control circuit charges the vehicle-mounted storage battery and the stationary storage battery according to a set priority order, but when the charge amount of the vehicle-mounted storage battery has reached the upper limit, the control circuit charges the stationary storage battery without charging the vehicle-mounted storage battery regardless of the priority order.

5. The control circuit that charges the vehicle's storage battery with power generated by solar power and power from the power grid is receiving a setting relating to an upper limit of a charge amount when charging the in-vehicle storage battery; charging the vehicle-mounted storage battery with the power generated by the solar power generation and the power from a power grid power circuit when the charge amount of the vehicle-mounted storage battery has not reached the upper limit; stopping charging with power from the power grid when a charge amount of the on-board storage battery reaches a set upper limit during charging; A power control method comprising: continuing charging with power generated by solar power even when the charge amount reaches the upper limit.

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