Charging system

Abstract

To suppress deterioration of a battery which is loaded on an electrically-driven mobility.SOLUTION: In a charging system 2 capable of charging / discharging a battery which is loaded on an electrically-driven mobility, a control section 23 acquires battery data including a residual capacity of the battery and causes a charge / discharge circuit 22 to discharge the battery so as to reduce a capacity of the battery to a preset hold capacity, which is set for deterioration suppression of the battery, in a case where the residual capacity of the battery is larger than the preset hold capacity in a state where the electrically-driven mobility is parked and the battery and the charge / discharge circuit 22 can be conducted.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present invention relates to a charging system for charging a battery mounted on an electric mobility vehicle. [Background technology]

[0002] In recent years, with the spread of electric scooters, parking lots that double as charging stations where the battery can be charged while the scooter is parked have appeared. There are two types of battery deterioration: cycle deterioration and storage deterioration. Cycle deterioration progresses as the number of charging and discharging increases, while storage deterioration progresses over time regardless of whether the scooter is charged or discharged. Storage deterioration depends on the battery capacity and temperature, and generally the higher the remaining capacity and the higher the temperature, the faster the deterioration speed. The deterioration speed also increases even when the battery is close to a completely discharged state (remaining capacity = 0).

[0003] Patent Document 1 discloses a charging and discharging method for efficiently replacing a removable battery installed in a mobility vehicle with a charged battery at a station, but does not disclose charging control for extending the life of the battery installed in the electric kick scooter. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2017-93257 A Summary of the Invention [Problem to be solved by the invention]

[0005] Generally, batteries contain multiple rare metals, and extending the life of batteries contributes to the effective use of rare metals and also contributes to preserving the global environment.

[0006] The present embodiment has been made in consideration of these circumstances, and has an object to provide a charging system that contributes to suppressing deterioration of a battery mounted on an electric mobility vehicle. [Means for solving the problem]

[0007] In order to solve the above problems, a charging system according to one aspect of the present embodiment is a charging system capable of charging and discharging a battery mounted on an electric mobility, and includes a charge / discharge circuit connected to a power grid, and a control unit that controls the charge / discharge circuit. The control unit acquires battery data including a remaining capacity of the battery, and when the electric mobility is parked and the battery and the charge / discharge circuit are in a conductive state, if the remaining capacity of the battery is greater than a set retention capacity that is set to suppress deterioration of the battery, causes the charge / discharge circuit to discharge the battery so that the capacity of the battery decreases to the set retention capacity.

[0008] Any combination of the above components, and conversion of the expression of this embodiment between a method, an apparatus, a system, a recording medium, a computer program, etc. are also valid as aspects of this embodiment. Effect of the Invention

[0009] According to this embodiment, a charging system that contributes to suppressing deterioration of a battery installed in an electric mobility vehicle can be realized. [Brief description of the drawings]

[0010] [Figure 1] 1 is a diagram showing an overall configuration including a charging system, an electric mobility, a user terminal, and a smart lock according to an embodiment. [Diagram 2] FIG. 2 is a block diagram for explaining the configuration of electric mobility. [Diagram 3] 1 is a block diagram for explaining a configuration of a charging system according to an embodiment. [Figure 4]5 is a flowchart for explaining a first example of parking charge / discharge control by the charging system according to the embodiment. [Diagram 5] 6 is a flowchart for explaining a second example of parking charge / discharge control by the charging system according to the embodiment. [Figure 6] 10 is a flowchart for explaining a third example of parking charge / discharge control by the charging system according to the embodiment. [Figure 7] 10 is a flowchart for explaining a fourth example of parking charge / discharge control by the charging system according to the embodiment. [Figure 8] 5 is a flowchart for explaining security control by the charging system according to the embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] 1 is a diagram showing an overall configuration including a charging system 2 according to an embodiment, an electric mobility 1, a user terminal 5, and a smart lock 6. The charging system 2 according to the embodiment is a system that is installed in a parking lot for parking electric mobility 1, and is capable of charging batteries 11 mounted on multiple electric mobility vehicles 1 while parked. In this embodiment, an example is assumed in which the charging system 2 is installed in a parking lot used as a shared facility for an apartment building (mainly an apartment building).

[0012] The electric mobility 1 is a micro-mobility equipped with a battery 11, and uses power supplied from the battery 11 to drive a motor to rotate wheels 14. In this embodiment, an electric kickboard is assumed as the electric mobility 1, but the electric mobility 1 is not limited to an electric kickboard and may be an electric bicycle, an electric motorcycle, or an ultra-compact BEV.

[0013] The electric mobility 1 can be linked to a user terminal 5. In this embodiment, a smartphone is assumed as the user terminal 5. The electric mobility 1 can be locked with a smart lock 6.

[0014] 2 is a block diagram for explaining the configuration of the electric mobility 1. A battery pack incorporating multiple cells connected in series is used as the battery 11 mounted on the electric mobility 1. The cells can be lithium-ion battery cells, nickel-metal hydride battery cells, or the like.

[0015] When the electric mobility 1 travels, the inverter 12 converts the DC power supplied from the battery 11 into AC power and supplies it to the motor 13. The motor 13 rotates wheels 14 in response to the AC power supplied from the inverter 12. The electric mobility 1 shown in Figs. 1 and 2 is assumed to be rear-wheel drive, but may also be front-wheel drive.

[0016] When the driver applies the brakes, the motor 13 converts the rotational energy generated by deceleration into AC power and supplies it to the inverter 12. The inverter 12 converts the AC power supplied from the motor 13 into DC power to charge the battery 11.

[0017] The power transmitting and receiving coil 16 is a coil for contactlessly charging the battery 11 from the outside, or for contactlessly discharging from the battery 11 to the outside. In this embodiment, the power transmitting and receiving coil 16 is used to generate electromagnetic induction between the power transmitting and receiving coil embedded in a charging port 21 (see FIG. 3 ) of the charging system 2, and to charge and discharge between the charging system 2 and the battery 11 of the electric mobility 1.

[0018] A switch 15 is connected between the power transmitting / receiving coil 16 and the battery 11. When the switch 15 is in the on state, charging / discharging with the charging system 2 is possible, and when the switch 15 is in the off state, the battery 11 is electrically disconnected from the charging system 2.

[0019] The battery management unit 17 manages the state of the battery 11. The battery management unit 17 monitors the voltage, current, and temperature of the battery 11. The battery management unit 17 estimates the charging rate (State Of Charge, hereinafter, SOC) of the battery 11 using an OCV (Open Circuit Voltage) method or a current integration method. The battery management unit 17 estimates the SOC (State Of Charge) of the battery 11. The OCV method is a method of estimating the SOC based on the measured OCV of the battery 11 and a SOC-OCV curve of the battery 11 prepared in advance. The current integration method is a method of estimating the SOC based on the OCV at the start of charging and discharging the battery 11 and the integrated value of the measured current. The battery management unit 17 outputs the current SOC of the battery 11 to the control unit 18.

[0020] The control unit 18 is an ECU (Electronic Control Unit) that controls the entire electric mobility 1. The speed sensor 19 magnetically or optically detects the rotation of the wheels 14, generates a pulse signal according to the number of rotations, and transmits the generated pulse signal to the control unit 18. The control unit 18 measures the speed from the period of the received pulse signal and the circumference of the wheels 14. The control unit 18 calculates the traveled distance based on the measured speed and travel time.

[0021] The wireless communication unit 110 has a transceiver for short-distance wireless communication, and executes signal processing for short-distance wireless communication with nearby devices via the antenna 110a. For example, Bluetooth (registered trademark) and Wi-Fi (registered trademark) can be used as short-distance wireless communication. In this embodiment, the charging system 2, the user terminal 5, and the smart lock 6 can be connected as nearby devices.

[0022] 3 is a block diagram for explaining the configuration of a charging system 2 according to an embodiment. The charging system 2 according to the embodiment includes a plurality of charging ports 21a..., a charge / discharge circuit 22, a control unit 23, a storage unit 24, a communication unit 25, a display unit 26, an audio output unit 27, and a stationary storage battery 28. The charge / discharge circuit 22 includes a plurality of DC / DC converters 221a... for the plurality of charging ports 21a..., a DC / DC converter 221s for the stationary storage battery 28, and an inverter 222.

[0023] The commercial power system 3 is connected to the AC side of the inverter 222, and a plurality of DC / DC converters 221a..., 221s are connected in parallel to the DC side of the inverter 222. The inverter 222 is a bidirectional AC / DC converter controlled by the control unit 23. The inverter 222 converts AC power supplied from the commercial power system 3 into DC power, and supplies the converted DC power to the DC / DC converter 221 in a conductive state. The inverter 222 converts DC power supplied from the DC / DC converter 221 in a conductive state into AC power, and either causes the converted AC power to flow backward to the commercial power system 3 or supplies it to a load (not shown).

[0024] Although not illustrated in Fig. 3, a distribution board is connected between the commercial power system 3 and the inverter 222, and a load of the shared facility is connected to the distribution board. The load of the shared facility includes an elevator, lighting in a shared space, a surveillance camera, etc. The charging system 2 can supply AC power to the load of the shared facility via the distribution board.

[0025] A power transmitting and receiving coil is embedded in each of the multiple charging ports 21a.... When the electric mobility 1 is parked over any of the charging ports 21, electromagnetic induction occurs between the power transmitting and receiving coil 16 of the electric mobility 1 and the power transmitting and receiving coil embedded in the charging port 21. In this state, the battery 11 of the electric mobility 1 and the charging and discharging circuit 22 of the charging system 2 are conductive, allowing non-contact charging and discharging between the two.

[0026] The stationary storage battery 28 is capable of storing electric power, and is used to temporarily store the electric power discharged from the battery 11 mounted on the electric mobility 1 parked at the charging port 21. The stationary storage battery 28 is configured, for example, by a large-capacity lithium-ion battery. The stationary storage battery 28 can also be used as an emergency power source, and can supply electric power to elevators, lighting in common spaces, and the like, during a power outage.

[0027] It should be noted that the stationary storage battery 28 is not essential to the charging system 2 and may be omitted to reduce costs. In that case, the DC / DC converter 221s for the stationary storage battery 28 is also omitted.

[0028] Each DC / DC converter 221 is a bidirectional DC / DC converter controlled by the control unit 23, and charges and discharges the battery 11 of the electric mobility 1 parked at the charging port 21 or the stationary storage battery 28. Each DC / DC converter 221 is capable of, for example, constant current (CC) charging, constant voltage (CV) charging, constant current (CC) discharging, and constant voltage (CV) discharging.

[0029] In this embodiment, a configuration is assumed in which the charging port 21 of the charging system 2 and the battery 11 of the parked electric mobility 1 are charged and discharged in a non-contact manner, but a configuration in which the charging port 21 of the charging system 2 and the battery 11 of the parked electric mobility 1 are connected by a charging cable may also be used. In that case, when parking the electric mobility 1, the user needs to connect the battery 11 of the electric mobility 1 to the charging port 21 by the charging cable. After connection by the charging cable, the charging system 2 is in a state in which it can charge and discharge the battery 11.

[0030] The control unit 23 controls the entire charging system 2, including the charge / discharge circuit 22. The control unit 23 includes a data acquisition unit 231, a data analysis unit 232, a charge / discharge control unit 233, and a notification control unit 234. The control unit 23 is realized by a combination of hardware resources and software resources, or by hardware resources alone. As the hardware resources, a CPU, ROM, RAM, GPU (Graphics Processing Unit), ASIC (Application Specific Integrated Circuit), FPGA (Field Programmable Gate Array), and other LSIs can be used. As the software resources, a program such as firmware can be used.

[0031] The storage unit 24 has a magnetic material such as an HDD or a non-volatile recording medium such as an SSD, and stores various programs and various data. In this embodiment, the storage unit 24 holds the driving history of the electric mobility 1 owned by a resident of the apartment building and parked in a parking lot where the charging system 2 is installed.

[0032] The display unit 26 includes a display such as a liquid crystal display, an organic EL display, or a mini LED display, and displays characters and images input from the control unit 23. The audio output unit 27 includes a speaker, and outputs audio messages and warning sounds input from the control unit 23.

[0033] The communication unit 25 has a transceiver for short-range wireless communication, and executes signal processing for short-range wireless communication with the control unit 18 of the electric mobility 1, the smart lock 6, or the user terminal 5, via the antenna 25a. In this embodiment, it is assumed that the communication unit 25 is connected to the control unit 18 or smart lock 6 of the parked electric mobility 1 via Bluetooth.

[0034] The communication unit 25 has a modem for connecting to the network 4, and executes signal processing for connecting to the network 4. The network 4 is configured as any one of the Internet, a dedicated line, and a LAN, or any combination of these.

[0035] In this embodiment, the charging system 2 can be connected to the user terminal 5 via the Internet. If the user terminal 5 is a smartphone, the user terminal 5 can be connected to the Internet via a mobile phone network (4G / 5G). If the user terminal 5 and the charging system 2 are close to each other, the user terminal 5 can also be directly connected to the charging system 2 via the antenna 25a by short-range wireless communication (e.g., Bluetooth, Wi-Fi). In this embodiment, the charging system 2 can be connected to the surveillance camera system 7 via the LAN of the apartment complex.

[0036] When an electric mobility 1 is parked at any one of the multiple charging ports 21a... and the control unit 18 of the parked electric mobility 1 is connected to the control unit 23 of the charging system 2 via short-range wireless communication (e.g., Bluetooth, Wi-Fi), the control unit 23 of the charging system 2 acquires the vehicle ID from the control unit 18 of the connected electric mobility 1.

[0037] The data acquisition unit 231 of the charging system 2 acquires battery data including the remaining capacity of the battery 11 mounted on the electric mobility 1 from the control unit 18 of the electric mobility 1. The remaining capacity may be specified by SOC [%] or may be specified by actual capacity [Ah]. When analyzing the state of the battery 11 in detail, the data acquisition unit 231 may further acquire time series data of the current and temperature during the current traveling period as battery data.

[0038] The data acquisition unit 231 acquires the travel history of the current travel from the control unit 18 of the electric mobility 1. In principle, the travel history of the electric mobility 1 is stored in the control unit 18, but it may be stored in the user terminal 5 via the wireless communication unit 110 or in a cloud server (not shown). When the travel history of the electric mobility 1 is stored in the user terminal 5, the data acquisition unit 231 acquires the travel history of the current travel from the user terminal 5, and when the travel history of the electric mobility 1 is stored in the cloud server, the data acquisition unit 231 acquires the travel history of the current travel from the cloud server. The data acquisition unit 231 acquires the travel distance of the current travel as the travel history of the current travel. Time series data of the speed during the current travel period may be acquired as the travel history. Although not shown in FIG. 2, when the electric mobility 1 is equipped with a GPS (Global Positioning System) sensor, the data acquisition unit 231 can also acquire time series data of position information during the current travel period. The data acquisition unit 231 adds the vehicle ID to the acquired driving history and stores it in the storage unit 24.

[0039] When the charging port 21 of the charging system 2 and the battery 11 of the parked electric mobility 1 are connected by a charging cable, the data acquisition unit 231 can acquire the remaining capacity and the driving history of the battery 11 via a signal line in the charging cable. The remaining capacity and the driving history of the battery 11 may be acquired by power line communication (PLC) without using a signal line.

[0040] Some users ride the electric mobility 1 with the user terminal 5 fixed to a predetermined position on the handle of the electric mobility 1 with a holder, and the user terminal 5 and the control unit 18 of the electric mobility 1 connected via Bluetooth. In this case, the speed of the electric mobility 1 and the remaining capacity of the battery 11 can be displayed in real time on the display of the user terminal 5. The user terminal 5 can also acquire the traveling history from the control unit 18 of the electric mobility 1. In this case, when the electric mobility 1 is parked at any of the multiple charging ports 21a..., the control unit 23 of the charging system 2 connects to the user terminal 5 via short-range wireless communication or the network 4, and the data acquisition unit 231 can acquire the remaining capacity and the traveling history from the user terminal 5.

[0041] The data acquisition unit 231 can acquire planned use information of the electric mobility 1 from the user terminal 5. For example, a battery management application program (hereinafter, referred to as a battery management app) for a user who uses the charging system 2 is prepared in advance, and the user who uses the charging system 2 installs the battery management app in his / her user terminal 5 in advance.

[0042] A user can access the control unit 23 of the charging system 2 from a user terminal 5 on which a battery management app is installed, and check the remaining capacity of the battery 11 of the user's electric mobility 1 while parked. A user can input the next scheduled date and time of use of the electric mobility 1 from the user terminal 5. At that time, the destination can also be input. The battery management app may periodically link with a schedule management app used by the user to acquire information about the next planned outing and the destination, and have the user select in a pop-up menu whether or not to use the electric mobility 1 for the next outing. In principle, the planned use information of the electric mobility 1 is managed by the user terminal 5, but it may also be managed by a cloud server. In that case, the data acquisition unit 231 acquires the planned use information of the electric mobility 1 from the cloud server.

[0043] The timing of acquiring the planned use information of the electric mobility 1 is not limited to the timing of parking the electric mobility 1. By connecting the control unit 23 of the charging system 2 to the user terminal 5 via the network 4, the data acquisition unit 231 can acquire the planned use information of the electric mobility 1 from the user terminal 5 at any timing.

[0044] The battery management app may have a function for instructing the control unit 23 of the charging system 2 to charge or discharge the battery 11 of the parked electric mobility 1 from the user terminal 5 in response to a user operation. The function may include a function for specifying the charging start date and time and the capacity of the battery 11 at the next scheduled date and time of use (hereinafter, referred to as the capacity at the start of next use).

[0045] The battery management app may also have a function for changing a default value of the capacity to be held by the battery 11 of the parked electric mobility 1 (hereinafter referred to as set holding capacity) from the user terminal 5 to the control unit 23 of the charging system 2 in response to a user operation. In this embodiment, the default value of the set holding capacity is set to 20%, taking into consideration the need to suppress storage deterioration of the battery 11 and ensure a minimum level of convenience. If the user wants to always start using the electric mobility 1 from a fully charged state, the user can change the set holding capacity to 100%.

[0046] The data analysis unit 232 can identify the next scheduled date and time of use of the electric mobility 1 from the planned use information of the electric mobility 1. In the case of a system configuration in which the charging system 2 and the user terminal 5 on which the battery management app is installed are not linked, the data analysis unit 232 can estimate the next scheduled date and time of use of the electric mobility 1 from the travel history of the electric mobility 1. For example, in the case where the travel history of the electric mobility 1 is concentrated in a specific time period on a specific day of the week, the data analysis unit 232 can estimate the disclosure time of the specific time period on the next specific day of the week as the next scheduled date and time of use. For example, in the case where there is a travel history of use from 9:00 a.m. every Sunday, the next scheduled date and time of use can be estimated as 9:00 a.m. on Sunday of the following week.

[0047] The data analysis unit 232 can estimate the travel distance the electric mobility 1 will travel the next time it is used, from the destination included in the planned use information of the electric mobility 1. For example, the data analysis unit 232 refers to map data to identify the distance from the installation location of the charging system 2 to the destination, and estimates the travel distance the electric mobility 1 will travel the next time it is used by multiplying this distance by two (round trip distance) and adding a preset margin to the result.

[0048] In the case of a system configuration in which the charging system 2 and the user terminal 5 on which the battery management app is installed are not linked, the data analysis unit 232 estimates the travel distance at the next time of use from the travel history of the electric mobility 1. For example, the data analysis unit 232 calculates the average, median or mode of the travel distance included in each use history of the electric mobility 1, and adds a preset margin to the average, median or mode to estimate the travel distance at the next time of use.

[0049] The data analysis unit 232 calculates the capacity required at the next start of use of the electric mobility 1 based on the estimated travel distance, the electricity cost of the electric mobility 1, and the rated capacity of the battery 11. The control unit 23 of the charging system 2 specifies the electricity cost and the rated capacity of the battery 11 of the electric mobility 1 owned by each user by having the user input model information of the electric mobility 1 from a battery management app on the user terminal 5. Note that the manager of the apartment building may input model information of the electric mobility 1 of each resident from the manager terminal.

[0050] When the electric mobility 1 is parked at the charging port 21 and the battery 11 and the charging / discharging circuit 20 are in a conductive state, if the remaining capacity of the battery 11 is greater than the set holding capacity, the charging / discharging control unit 233 causes the charging / discharging circuit 22 to discharge the battery 11 so that the capacity of the battery 11 decreases to the set holding capacity. More specifically, the charging / discharging control unit 233 outputs a discharge instruction to the DC / DC converter 221 connected to the charging port 21 where the electric mobility 1 is parked. At that time, in order to suppress deterioration of the battery 11, it is desirable to discharge at as low a discharge rate as possible.

[0051] The charge / discharge control unit 233 controls the charge / discharge circuit 22 so that power discharged from the battery 11 of the parked electric mobility 1 is supplied to any one of the battery 11 of another parked electric mobility 1, the stationary storage battery 28, a load (shared equipment of an apartment building), or the commercial power grid 3. If there is no other parked electric mobility 1 that requires charging, the power cannot be transferred to the battery 11 of the other electric mobility 1. Furthermore, if the stationary storage battery 28 is in a fully charged state, the power cannot be stored in the stationary storage battery 28. Furthermore, if there is no shared equipment in use, the power cannot be consumed by the load. In this case, a reverse power flow is made to the commercial power grid 3.

[0052] When the remaining capacity of the battery 11 during parking is smaller than the set storage capacity, the charge / discharge control unit 233 may cause the charge / discharge circuit 22 to charge the battery 11 so that the capacity of the battery 11 increases to the set storage capacity. The charge / discharge control unit 233 controls the charge / discharge circuit 22 so that the battery 11 of the parked electric mobility 1 is charged from either the battery 11 of another electric mobility 1 that is parked, the stationary storage battery 28, or the commercial power grid 3. Note that if the other electric mobility 1 that is discharging is not parked, it is not possible to receive power from the battery 11 of the other electric mobility 1. Furthermore, if no power is stored in the stationary storage battery 28, it is not possible to charge the battery from the stationary storage battery 28. In that case, the battery is charged from the commercial power grid 3.

[0053] Even if the remaining capacity of the battery 11 when parked is greater than the set storage capacity, the charge / discharge control unit 233 skips discharging the battery 11 if the amount of storage deterioration suppression due to the above-mentioned discharge of the battery 11 from the present to the next scheduled date and time of use is predicted to be equal to or less than the amount of additional cycle deterioration of the battery 11 from the present to the next scheduled date and time of use.

[0054] As described above, the deterioration of battery 11 can be classified into cycle deterioration and storage deterioration. Cycle deterioration depends on the SOC range in which the battery is charged and discharged, the temperature, and the current rate during charging and discharging. In general, the wider the SOC range, the higher the temperature, and the higher the current rate during charging and discharging, the faster the deterioration speed.

[0055] Since the lower the SOC of the battery 11, the slower the deterioration speed of the battery 11, the more the battery 11 is maintained at a low capacity while the electric mobility 1 is parked, the more the deterioration of the battery 11 can be suppressed. However, in order to maintain the battery 11 at a low capacity, for example, if the remaining capacity of the battery 11 is large when the electric mobility 1 is parked, the battery 11 needs to be discharged. Also, the battery 11 needs to be charged to the capacity at the start of the next use by the time the electric mobility 1 is next used. This discharging and charging causes cycle deterioration of the battery 11 to progress.

[0056] Therefore, in charge / discharge control for suppressing the storage deterioration of battery 11 while parked (hereinafter referred to as parking charge / discharge control), the effect of suppressing storage deterioration by maintaining battery 11 in a low capacity state must exceed the effect of promoting cycle deterioration due to the charging and discharging required for this purpose.

[0057] When the electric mobility 1 is parked, the data analysis unit 232 identifies the model number of the battery 11 mounted on the electric mobility 1 from the model information of the electric mobility 1. The data analysis unit 232 refers to the charge deterioration characteristics, discharge deterioration characteristics, and storage deterioration characteristics of the battery 11 of the identified model number. Note that when the charge deterioration characteristics, discharge deterioration characteristics, and storage deterioration characteristics of the battery 11 of a specific model number cannot be obtained, the data analysis unit 232 refers to the charge deterioration characteristics, discharge deterioration characteristics, and storage deterioration characteristics of an average battery 11 used for the electric mobility 1.

[0058] The data analysis unit 232 substitutes the difference between the remaining capacity of the battery 11 acquired by the data acquisition unit 231 when the electric mobility 1 is parked and the set retention capacity set in the battery 11 into the SOC range of the discharge deterioration characteristics. The data analysis unit 232 substitutes a preset discharge rate into the current rate of the discharge deterioration characteristics. The data analysis unit 232 acquires the predicted average temperature until the next scheduled date and time of use of the electric mobility 1 from a weather forecast site, and substitutes it into the temperature of the discharge deterioration characteristics. For simplicity, the room temperature may be substituted as a constant.

[0059] The data analysis unit 232 identifies the discharge deterioration speed per unit discharge amount corresponding to the substituted SOC range, current rate, and temperature. The data analysis unit 232 multiplies the identified discharge deterioration speed per unit discharge amount by the discharge amount corresponding to the difference between the remaining capacity of the battery 11 and the set holding capacity to calculate the discharge deterioration amount.

[0060] The data analysis unit 232 substitutes the difference between the set retention capacity and the remaining capacity when the electric mobility 1 is parked into the SOC range of the charging deterioration characteristic. The data analysis unit 232 substitutes the preset charging rate into the current rate of the charging deterioration characteristic. The data analysis unit 232 acquires the predicted average temperature until the next scheduled date and time of use described above, and substitutes it into the temperature of the charging deterioration characteristic.

[0061] The data analysis unit 232 identifies the charge deterioration speed per unit charge amount corresponding to the substituted SOC range, current rate, and temperature. The data analysis unit 232 calculates the charge deterioration amount by multiplying the charge amount corresponding to the difference between the set retention capacity and the remaining capacity when the electric mobility 1 is parked by the identified charge deterioration speed per unit charge amount. The data analysis unit 232 adds the calculated discharge deterioration amount and charge deterioration amount to calculate the cycle deterioration amount due to the parking charge and discharge control.

[0062] The data analysis unit 232 substitutes the remaining capacity of the battery 11 acquired by the data acquisition unit 231 when the electric mobility 1 is parked into the SOC of the storage deterioration characteristics. The data analysis unit 232 substitutes the predicted average temperature until the next scheduled date and time of use described above into the SOC of the storage deterioration characteristics. The data analysis unit 232 specifies the storage deterioration speed per unit time corresponding to the substituted SOC and temperature. The data analysis unit 232 multiplies the specified storage deterioration speed by the time until the next scheduled date and time of use to calculate the amount of storage deterioration when the battery 11 is parked with the remaining capacity.

[0063] The data analysis unit 232 assigns the set set retention capacity to the SOC of the retention deterioration characteristics. The data analysis unit 232 assigns the predicted average temperature until the next scheduled date and time of use described above to the SOC of the retention deterioration characteristics. The data analysis unit 232 identifies the retention deterioration speed per unit time corresponding to the assigned SOC and temperature. The data analysis unit 232 multiplies the identified retention deterioration speed by the time until the next scheduled date and time of use to calculate the amount of retention deterioration when the battery 11 is parked at the set retention capacity.

[0064] The data analysis unit 232 calculates the amount of storage deterioration suppression by the parking charge / discharge control by subtracting the amount of storage deterioration when the battery 11 is parked at the set storage capacity from the amount of storage deterioration when the battery 11 is parked with the remaining capacity at the time of parking. The data analysis unit 232 determines that the parking charge / discharge control should be performed if the amount of storage deterioration suppression by the parking charge / discharge control is greater than the amount of cycle deterioration by the parking charge / discharge control, and determines that the parking charge / discharge control should not be performed if it is equal to or less than the amount of cycle deterioration by the parking charge / discharge control.

[0065] Alternatively, simply, if the period from the present to the next scheduled use date and time is shorter than a predetermined period, the data analysis unit 232 may determine that the amount of storage deterioration suppression by the parking charge / discharge control is equal to or less than the amount of cycle deterioration by the parking charge / discharge control and determine that the parking charge / discharge control should not be performed. In this case, discharging for reducing the capacity of the battery 11 while the electric mobility 1 is parked is skipped.

[0066] The specified period is determined based on the results of experiments and simulations performed by the designer. For example, a large number of remaining capacities of the battery 11 after the electric mobility 1 is parked are collected, and the average value of the remaining capacities collected over a certain period (e.g., the past month) is calculated. Based on the average remaining capacity of the battery 11 when parked and the default value of the set retention capacity, the time at which the amount of storage deterioration suppression due to the parking charge / discharge control becomes greater than the amount of cycle deterioration due to the parking charge / discharge control is calculated by simulation. A specified margin is added to the calculated time to determine the above-mentioned specified period.

[0067] When the parking charge / discharge control is performed, the charge / discharge control unit 233 causes the charge / discharge circuit 22 to charge the battery 11 so that the remaining capacity of the battery 11 at the next scheduled date and time of use of the electric mobility 1 will be the capacity at the start of the next use calculated by the data analysis unit 232. The charge / discharge control unit 233 charges the battery 11 by the CCCV method. It is desirable to set the current rate during the CC charging period to as small a current rate as possible in order to suppress deterioration of the battery 11.

[0068] The charge / discharge control unit 233 calculates the required CC charging period by dividing the charge amount required to increase the capacity from the set retention capacity to the capacity at the start of the next use by the set current rate. The charge / discharge control unit 233 determines the charging start date and time based on the calculated CC charging period and the next scheduled use date and time.

[0069] The smart lock 6 has a transceiver for short-range wireless communication (Bluetooth is assumed in this embodiment) and cooperates with the user terminal 5 via Bluetooth. The user of the electric mobility 1 can operate the locking and unlocking of the smart lock 6 from the user terminal 5. Note that the smart lock 6 may be designed to be automatically locked when the smart lock 6 and the user terminal 5 are separated by a predetermined distance or more, and to be automatically unlocked when the smart lock 6 and the user terminal 5 are brought within a predetermined distance of each other.

[0070] In this embodiment, the smart lock 6 is equipped with a motion sensor. For example, an acceleration sensor (G sensor) or a gyro sensor can be used as the motion sensor. When the motion sensor detects an acceleration or angular velocity equal to or greater than a predetermined value while the smart lock 6 is locked, the control unit of the smart lock 6 attempts a Bluetooth connection with the user terminal 5 or the control unit 23 of the charging system 2. If a connection with at least one of the user terminal 5 or the control unit 23 of the charging system 2 is established, the control unit of the smart lock 6 transmits an alarm signal to at least one of the user terminal 5 or the control unit 23 of the charging system 2 with which the connection has been established.

[0071] The smart lock 6 may be equipped with a speaker. In this case, when the motion sensor detects an acceleration or angular velocity equal to or greater than a predetermined value while the smart lock 6 is locked, the control unit of the smart lock 6 causes the speaker to output a loud alarm sound.

[0072] In general, a surveillance camera system 7 is installed in an apartment building to monitor whether a suspicious person has entered the building. The surveillance camera is installed, for example, in a lobby, an elevator, or a passageway, and in the present embodiment, is also installed in the parking lot where the charging system 2 is installed. When the surveillance camera management device detects a suspicious person in the surveillance camera image capturing the location where the charging system 2 is installed, the surveillance camera management device transmits an alarm signal to the control unit 23 of the charging system 2 via the network 4. For example, when a person is detected to be in contact with the electric mobility 1 for a predetermined time or longer, the surveillance camera management device determines that the person is a suspicious person. Furthermore, when a person is detected to be staying near the charging system 2 for a predetermined time or longer, the surveillance camera management device may determine that the person is a suspicious person.

[0073] When the charge / discharge control unit 233 receives an alarm signal from the smart lock 6 attached to the parked electric mobility 1 or the surveillance camera system 7 monitoring the parking lot, it causes the charge / discharge circuit 22 to rapidly discharge the battery 11 mounted on the electric mobility 1. When an electric mobility 1 that is at risk of being stolen is identified, the charge / discharge control unit 233 controls the discharge of the DC / DC converter 221 connected to the charging port 21 where the electric mobility 1 is parked, and rapidly discharges only the battery 11 mounted on the electric mobility 1. In this case, since the purpose is to create a state in which the electric mobility 1 cannot travel electrically, the battery is discharged until it is fully discharged (remaining capacity = 0) regardless of the set storage capacity.

[0074] The charge / discharge control unit 233 compares the vehicle ID included in the alarm signal received from the smart lock 6 with the vehicle ID acquired at the time of parking, and identifies the electric mobility 1 whose vehicle ID matches. The charge / discharge control unit 233 can identify electric mobility 1 at risk of being stolen by identifying the charging port 21 in which the identified electric mobility 1 is parked.

[0075] When the charge / discharge control unit 233 receives the alarm signal and is unable to identify an electric mobility 1 that is at risk of being stolen, it rapidly discharges the batteries 11 mounted on all electric mobility 1 parked at the multiple charging ports 21a.... If a thief of an electric mobility 1 is unable to destroy the key of an electric mobility 1 that he or she initially targeted, the thief may move on to searching for another electric mobility 1. In consideration of this case, the charge / discharge control unit 233 may rapidly discharge the batteries 11 mounted on all electric mobility 1 parked at the multiple charging ports 21a..., even if it is possible to identify an electric mobility 1 that is at risk of being stolen.

[0076] When the notification control unit 234 receives the alarm signal, it causes at least one of the display unit 26 and the audio output unit 27 to notify a message that rapid discharging is occurring. For a thief of an electric mobility vehicle 1, an electric mobility vehicle 1 that can run on electric power is more attractive than an electric mobility vehicle 1 that cannot run on electric power, and when the latter state occurs, the thief may lose motivation to steal. If the thief realizes that the capacity of the battery 11 is being rapidly drained while vandalizing the key, the thief may give up on stealing the electric mobility vehicle 1.

[0077] When at least one of a display unit or an audio output unit is installed at a predetermined position on the handle of the electric mobility 1, the notification control unit 234 connects to the control unit 18 of the electric mobility 1 via short-range wireless communication and transmits an alarm signal including a message that rapid discharging is occurring. When the control unit 18 of the electric mobility 1 receives the alarm signal, it causes at least one of the display unit or the audio output unit installed at a predetermined position on the handle to notify the user of a message that rapid discharging is occurring.

[0078] 4 is a flowchart for explaining a first example of parking charge / discharge control by the charging system 2 according to the embodiment. The first example is an example in which the travel distance for the next trip is not estimated when the usage schedule information of the electric mobility 1 cannot be acquired from the user terminal 5.

[0079] In a charging port 21 where the electric mobility 1 is parked, the battery 11 mounted on the electric mobility 1 and the charge / discharge circuit 22 of the charging system 2 are electrically connected, and a communication channel is established between the control unit 18 of the electric mobility 1 and the control unit 23 of the charging system 2 (step S10: Yes). In a charging port 21 where the electric mobility 1 is not parked, no connection with the battery 11 occurs (step S10: No).

[0080] When a communication channel with the control unit 18 of the electric mobility 1 is established, the data acquisition unit 231 acquires the remaining capacity of the battery 11 mounted on the electric mobility 1 from the control unit 18 of the electric mobility 1 (step S11). The data acquisition unit 231 acquires the driving history of the current driving from the control unit 18 of the electric mobility 1 and stores it in the memory unit 24 (step S12). The data analysis unit 232 reads out the past driving history of the electric mobility 1 from the memory unit 24 and estimates the next scheduled date and time of use of the electric mobility 1 based on the past driving history (step S13).

[0081] The charge / discharge control unit 233 compares the remaining capacity of the battery 11 with the set retention capacity (step S15). If the remaining capacity of the battery 11 is greater than the set retention capacity (step S15: Yes), the charge / discharge control unit 233 compares the period from the present to the next scheduled date and time of use with a predetermined period (step S16). If the period from the present to the next scheduled date and time of use is longer than the predetermined period (step S16: Yes), the charge / discharge control unit 233 causes the charge / discharge circuit 22 to discharge the battery 11 to the set retention capacity (20% in this embodiment) (step S17). If the period from the present to the next scheduled date and time of use is shorter than the predetermined period (step S16: No), the discharge in step S17 is skipped. In step S15, if the remaining capacity of the battery 11 is equal to or less than the set retention capacity (step S15: No), the processes in steps S16 and S17 are skipped.

[0082] The charge / discharge control unit 233 determines the charging start date and time based on the next scheduled use date and time (step S18). When the charging start date and time arrives (step S19: Yes), the charge / discharge control unit 233 causes the charging / discharging circuit 22 to charge the battery 11 to a default capacity at the start of use (e.g., 80%) (step S110). Until the charging start date and time arrives (step S19: No), the battery 11 is maintained at the set holding capacity.

[0083] In order to achieve both the lifespan and performance of a lithium-ion battery, it is generally believed that it is best to keep the remaining capacity at 20% to 80%. https: / / ju-ren.jp / media / 182 / (As of June 2023) https: / / jpn.nec.com / products / bizpc / support / information / batterypack / index.html#anc-batterypack02(As of June 2023) https: / / support.apple.com / ja-jp / HT201585(as of June 2023) https: / / www.iphone-d.jp / blog / battery / 5998.php (as of June 2023)

[0084] Fig. 5 is a flowchart for explaining a second example of parking charge / discharge control by the charging system 2 according to the embodiment. The second example is an example in which the travel distance for the next trip is estimated when it is not possible to acquire usage schedule information for the electric mobility 1 from the user terminal 5. The differences from the first example shown in Fig. 4 will be explained below.

[0085] The data analysis unit 232 reads out the past driving history of the electric mobility 1 from the storage unit 24, and estimates the next scheduled date and time of use of the electric mobility 1 and the driving distance at the next use (step S13a). The data analysis unit 232 determines the capacity at the start of the next use based on the driving distance at the next use (step S14). A capacity that exceeds the capacity required for the next drive causes the storage deterioration of the battery 11 to progress unnecessarily. Determining the capacity at the start of the next use based on the driving distance at the next use suppresses the storage deterioration of the battery 11 and contributes to extending the life of the battery 11.

[0086] The charge / discharge control unit 233 determines the charge start date and time based on the next scheduled use date and time and the capacity at the start of the next use (step S18a). When the charge start date and time arrives (step S19: Yes), the charge / discharge control unit 233 causes the charge / discharge circuit 22 to charge the battery 11 to the determined capacity at the start of the next use (step S110a).

[0087] Fig. 6 is a flowchart for explaining a third example of parking charge / discharge control by the charging system 2 according to the embodiment. The differences from the first example shown in Fig. 4 will be explained below. The third example is an example in which usage schedule information of the electric mobility 1 can be acquired from the user terminal 5, and the travel distance for the next trip is not estimated.

[0088] The data acquisition unit 231 acquires planned use information of the electric mobility 1 from the user terminal 5 via the network 4 (step S12a). The data analysis unit 232 identifies the next planned date and time of use of the electric mobility 1 from the planned use information of the electric mobility 1 (step S13b).

[0089] Fig. 7 is a flowchart for explaining a fourth example of parking charge / discharge control by the charging system 2 according to the embodiment. Differences from the first example shown in Fig. 4 will be explained below. The fourth example is an example in which the travel distance for the next trip is estimated in a case where planned use information of the electric mobility 1 can be acquired from the user terminal 5.

[0090] The data acquisition unit 231 acquires planned use information of the electric mobility 1 from the user terminal 5 via the network 4 (step S12a). The data analysis unit 232 identifies the next planned date and time of use of the electric mobility 1 from the planned use information of the electric mobility 1, and estimates the mileage at the next use (step S13c). The mileage at the next use can be estimated from the destination included in the planned use information. The data analysis unit 232 determines the capacity at the start of the next use based on the mileage at the next use (step S14).

[0091] The charge / discharge control unit 233 determines the charge start date and time based on the next scheduled use date and time and the capacity at the start of the next use (step S18a). When the charge start date and time arrives (step S19: Yes), the charge / discharge control unit 233 causes the charge / discharge circuit 22 to charge the battery 11 to the determined capacity at the start of the next use (step S110a).

[0092] 8 is a flowchart for explaining the crime prevention control by the charging system 2 according to the embodiment. When the charge / discharge control unit 233 receives an alarm signal from the smart lock 6 attached to the parked electric mobility 1 or the surveillance camera system 7 monitoring the parking lot (step S20: Yes), it causes the charge / discharge circuit 22 to rapidly discharge the battery 11 mounted on the electric mobility 1 (step S21). In a state where no alarm signal is received (step S20: No), the battery 11 is not rapidly discharged. The notification control unit 234 causes at least one of the display unit 26 and the audio output unit 27 to notify a message that rapid discharging is in progress (step S22).

[0093] As described above, according to this embodiment, the charging system 2 performs parking charge / discharge control, thereby making it possible to suppress deterioration of the battery 11 mounted on the electric mobility 1 and extend the life of the battery 11. At that time, the parking charge / discharge control can be optimized by referring to at least one of the driving history and planned use information of the electric mobility 1. Furthermore, by charging the battery 11 to the capacity at the start of the next use on the next planned date and time of use of the electric mobility 1, it is possible to ensure convenience for the user while suppressing deterioration of the battery 11.

[0094] Furthermore, by maintaining the remaining capacity of the battery 11 mounted on the parked electric mobility 1 in a reduced state, the self-discharge amount of the battery 11 while parked can be reduced, and loss due to self-discharge can be reduced. In particular, when power is transferred to the battery 11 of the electric mobility 1 that is scheduled to be used shortly, or consumed by the load of a shared facility, loss due to self-discharge can be minimized.

[0095] Furthermore, the charging system 2 performs crime prevention control, which can reduce the possibility of theft of the parked electric mobility 1. If potential criminals are made aware of the mechanism for rapid discharge of the battery 11 installed in an electric mobility 1 that is being attempted to be stolen, it is expected that this will have an increased deterrent effect against theft of the electric mobility 1 parked in the charging port 21 of the charging system 2.

[0096] The present invention has been described above based on an embodiment. This embodiment is merely an example, and it will be understood by those skilled in the art that various modifications are possible in the combination of each component and each treatment process, and that such modifications are also within the scope of the present invention.

[0097] In the above embodiment, an example has been described in which the charging system 2 is installed in a parking lot used as a shared facility of an apartment complex. In this regard, the location in which the charging system 2 is installed may be a parking lot of a public facility such as a station or an airport. For example, when the electric mobility 1 is parked in an airport parking lot for a long period of time, the scheduled date and time of departure of the electric mobility 1 can be set as the above-mentioned next scheduled date and time, thereby making it possible to apply parking charge and discharge control similar to the above-mentioned parking charge and discharge control in an apartment complex.

[0098] This disclosure includes matters that contribute to the realization of the SDGs' goal of "Build resilient infrastructure, promote inclusive and sustainable industry and technological innovation" and contribute to value creation through IoT solutions. [Explanation of symbols]

[0099] 1 Electric mobility, 2 Charging system, 3 Commercial power system, 4 Network, 5 User terminal, 6 Smart lock, 7 Surveillance camera system, 11 Battery, 12 Inverter, 13 Motor, 14 Wheel, 15 Switch, 16 Power transmission / reception coil, 17 Battery management unit, 18 Control unit, 19 Speed ​​sensor, 110 Wireless communication unit, 110a Antenna, 21 Charging port, 22 Charging / discharging circuit, 221 DC / DC converter, 222 Inverter, 23 Control unit, 231 Data acquisition unit, 232 Data analysis unit, 233 Charging / discharging control unit, 234 Notification control unit, 24 Memory unit, 25 Communication unit, 25a Antenna, 26 Display unit, 27 Audio output unit, 28 Stationary storage battery.

Claims

1. A charging system capable of charging and discharging a battery mounted on an electric mobility vehicle, A charge / discharge circuit connected to a power grid; A control unit that controls the charge / discharge circuit, The control unit is acquiring battery data including a remaining capacity of the battery; When the electric mobility is parked and the battery and the charge / discharge circuit are in a conductive state, if the remaining capacity of the battery is greater than a set retention capacity that is set to suppress deterioration of the battery, the charge / discharge circuit is caused to discharge the battery so that the capacity of the battery decreases to the set retention capacity. Charging system.

2. The control unit is Acquire at least one of a driving history of the electric mobility or information on a planned use of the electric mobility, Estimating or identifying the next scheduled date and time of use of the electric mobility from at least one of the driving history of the electric mobility or the scheduled use information of the electric mobility; skipping discharging the battery when a suppression amount of storage deterioration due to the discharging of the battery from the present time to the next scheduled use date and time is predicted to be equal to or less than an additional cycle deterioration amount of the battery from the present time to the next scheduled use date and time. The charging system of claim 1 .

3. The control unit is Acquire at least one of a driving history of the electric mobility or information on a planned use of the electric mobility, Estimating or identifying the next scheduled date and time of use of the electric mobility from at least one of the driving history of the electric mobility or the scheduled use information of the electric mobility; estimating a travel distance at the next time the electric mobility is used from at least one of a travel history of the electric mobility or information on planned use of the electric mobility, and calculating a capacity at the start of next use that is required at the start of the next use of the electric mobility according to the estimated travel distance; causing the charging / discharging circuit to charge the battery so that the battery reaches the capacity at the start of the next use on the scheduled date and time of the next use; 3. The charging system according to claim 1 or 2.

4. The control unit is When an alarm signal is received from a smart lock attached to the electric mobility vehicle while parked or a surveillance camera system monitoring the parking lot, the charging / discharging circuit is caused to rapidly discharge the battery mounted on the electric mobility vehicle. The charging system of claim 1 .

5. The control unit is When the alarm signal is received, at least one of a display unit and an audio output unit installed in the charging system or the electric mobility is caused to display a message indicating that rapid discharging is in progress. The charging system according to claim 4.

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