Control device, server, control system, and control method

Abstract

To provide a control device that can prevent power transmission from being performed under inappropriate conditions for a battery.SOLUTION: A control device 100 includes a DCM 40 (device-side communication unit) and a processor 11. The DCM 40 transmits a battery pack ID (identification information) to a battery information server 300 (external server), and receives charge / discharge parameters (parameter information) suitable for a battery pack 20 (battery) corresponding to the battery pack ID from the battery information server 300. The processor 11 controls charging and discharging of the battery pack 20 using the received charge / discharge parameters.SELECTED DRAWING: Figure 5

Description

Technical Field

[0001] The present disclosure relates to a control device, a server, a control system, and a control method.

Background Art

[0002] Japanese Unexamined Patent Application Publication No. 2015-104225 (Patent Document 1) discloses a charging device that charges a secondary battery. The charging device includes a table storage unit that stores a table showing the correspondence between the combination of the temperature and the DC resistance of the secondary battery and the charging conditions, a temperature detection unit that detects the temperature of the secondary battery, and a resistance detection unit that detects the DC resistance of the secondary battery. The charging device charges the secondary battery according to the charging conditions corresponding to the detected temperature and DC resistance.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the charging device described in Patent Document 1 above, the charging conditions of the secondary battery are selected based on the detected values of the temperature and the DC resistance of the secondary battery. In this case, if an abnormality occurs in the temperature detection unit or the resistance detection unit, charging (power transmission) cannot be performed under appropriate charging conditions.

[0005] The present disclosure has been made to solve the above problems, and an object thereof is to provide a control device, a server, a control system, and a control method capable of suppressing power transmission under inappropriate conditions to a battery mounted on a vehicle.

Means for Solving the Problems

[0006] The control device according to the first aspect of the present disclosure is a control device that controls power transmission including at least one of charging and discharging of a battery, and includes a device-side communication unit that communicates with an external device, and a processor that performs a process of acquiring identification information of the battery. The external device includes an external server that stores parameter information regarding parameters of power transmission that are compatible with the battery corresponding to the identification information. The processor acquires, from the external server, parameter information that is compatible with the battery corresponding to the identification information through the device-side communication unit. The control device controls the power transmission of the battery using the parameter information acquired by the processor.

[0007] As described above, the control device according to the first aspect of the present disclosure receives, from the external server, parameter information that is compatible with the battery corresponding to the identification information, and controls the power transmission of the battery using the received parameter information. Thereby, it is possible to suppress the use of parameter information that is not compatible with the battery in power transmission. As a result, it is possible to suppress the execution of power transmission under inappropriate conditions for the battery.

[0008] In the control device according to the first aspect described above, preferably, the battery includes a battery in which lithium iron phosphate manganese used as an active material is used as an active material by recycling lithium iron phosphate used as an active material. The parameter information includes information on parameters used in power transmission that are preset based on the ratio of manganese to iron in the active material. Here, the capacity (charge and discharge capacity) of a lithium iron phosphate manganese ion battery varies depending on the ratio of manganese to iron. Therefore, by performing power transmission using the parameter information preset based on the above ratio, it is possible to execute power transmission under more appropriate conditions. Note that the variation in the above ratio in recycled products is larger than the variation in the above ratio in new products. Therefore, using parameter information based on the above ratio in the power transmission of recycled products is particularly effective for optimizing the conditions in power transmission.

[0009] In this case, preferably, the parameter information includes information on parameters preset based on the above ratio and the amount of impurities contained in the battery. Here, the capacity (charge-discharge capacity) of the lithium iron manganese phosphate ion battery also varies depending on the amount of impurities contained. Therefore, by performing power transmission using the parameter information preset based on the amount of impurities in addition to the above ratio, power transmission under more appropriate conditions can be executed.

[0010] The control device according to the first aspect is preferably mounted on a vehicle. Further, when the ignition power source of the vehicle changes to on, the processor performs a process of acquiring the identification information. With this configuration, the parameters of power transmission can be optimized every time the ignition power source changes to on. For example, the ignition power source is turned off while the battery is being replaced. Therefore, the optimal parameters can be acquired at the timing when the ignition power source is turned on after the battery replacement is completed.

[0011] The control device according to the first aspect is preferably mounted on a vehicle. When the processor receives a signal from a terminal that requests identification information when connected to a terminal connectable to the vehicle, the processor performs a process of acquiring the identification information. With this configuration, the identification information can be acquired according to a signal from an external device. As a result, the identification information can be easily transmitted to the external device according to the above request.

[0012] The control device according to the first aspect is preferably such that when the acquired identification information changes, the device-side communication unit transmits the changed identification information to an external server. With this configuration, every time the battery pack is replaced with another battery pack, the parameters corresponding to the other battery pack can be acquired.

[0013] The server according to the second aspect of the present disclosure is a server provided outside the control device according to the first aspect. The server includes a server-side communication unit that receives identification information of a battery, and a storage unit that stores parameter information regarding parameters of power transmission suitable for the battery corresponding to the identification information. The server-side communication unit transmits the parameter information suitable for the battery corresponding to the received identification information to the control device.

[0014] As described above, the server according to the second aspect of the present disclosure transmits, through the server-side communication unit, the parameter information suitable for the battery corresponding to the identification information to the control device. Thereby, it is possible to provide a server capable of suppressing the control device from performing power transmission under inappropriate conditions for the battery.

[0015] The control system according to the third aspect of the present disclosure includes the control device according to the first aspect and the server according to the second aspect. Thereby, it is possible to provide a control system capable of suppressing the control device from performing power transmission under inappropriate conditions for the battery.

[0016] The control method according to the fourth aspect of the present disclosure is a control method of a control device that controls power transmission including at least one of charging and discharging of a battery, and includes a step of acquiring identification information of the battery, a step of receiving, from an external server that stores parameter information regarding parameters of power transmission suitable for the battery corresponding to the identification information, the parameter information suitable for the battery corresponding to the identification information, and a step of controlling the power transmission of the battery using the received parameter information.

[0017] As described above, the control method according to the fourth aspect of the present disclosure receives, from an external server, the parameter information suitable for the battery corresponding to the identification information, and controls the power transmission of the battery using the received parameter information. Thereby, it is possible to provide a control method capable of suppressing power transmission under inappropriate conditions for the battery from being performed.

[0018] In the control method according to the fourth aspect, preferably, the battery includes a battery in which lithium iron manganese phosphate formed by recycling lithium iron phosphate used as an active material is used as the active material. The parameter information includes information on parameters used in power transmission that is preset based on the ratio of manganese to iron in the active material. Thereby, it is possible to provide a control method that is particularly effective for optimizing the conditions in power transmission.

Advantages of the Invention

[0019] According to the present disclosure, it is possible to suppress the execution of power transmission under inappropriate conditions for the battery.

Brief Description of the Drawings

[0020]

Figure 1

Figure 2

Figure 3

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Figure 5

Figure 6

Figure 7

Modes for Carrying Out the Invention

[0021] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and their description will not be repeated.

[0022] [First Embodiment] <Configuration of Control System> FIG. 1 is a diagram showing the configuration of a control system 1 according to the first embodiment. The control system 1 includes a control device 100, a smart center 200, and a battery information server 300. Note that the smart center 200 is an example of the "external device" of the present disclosure. Also, the battery information server 300 is an example of the "external device", "external server", and "server" of the present disclosure.

[0023] The control device 100 is mounted on the electric vehicle 110. Each of the smart center 200 and the battery information server 300 is a device provided outside the electric vehicle 110. The electric vehicle 110 includes, for example, a PHEV (Plug-in Hybrid Electric Vehicle), a BEV (Battery Electric Vehicle), or an FCEV (Fuel Cell Electric Vehicle). Note that the electric vehicle 110 is an example of the "vehicle" of the present disclosure.

[0024] In addition to the control device 100, the electric vehicle 110 includes a battery pack 20 and an HMI (Human Machine Interface) device 30. The control device 100 includes an ECU (Electronic Control Unit) 10 and a DCM (Data Communication Module) 40. Note that the battery pack 20 and the DCM 40 are examples of the "battery" and the "device-side communication unit" of the present disclosure, respectively.

[0025] Electric power for driving the electric vehicle 110 is stored in the battery pack 20. A plurality of battery cells are housed in the battery pack 20. The battery pack 20 is provided on the electric vehicle 110 so as to be replaceable with another battery pack at a battery exchange device, a dealer, or the like (not shown). Also, the battery cells of the battery pack 20 can be charged and discharged by being electrically connected to a power stand or the like (not shown). Note that each of charging and discharging is an example of the "power transmission" of the present disclosure.

[0026] The battery pack 20 includes, for example, an LMFP battery (lithium manganese iron phosphate ion battery). The LMFP battery of the battery pack 20 is formed, for example, by recycling an LFP battery (lithium iron phosphate ion battery). Specifically, the LMFP battery includes a battery in which lithium manganese iron phosphate formed by recycling lithium iron phosphate used as an active material in the LFP battery is used as the active material. Note that the configuration (material) of the battery pack 20 is not limited to the above example. For example, the battery pack 20 may include an LFP battery or a ternary system battery.

[0027] The HMI device 30 includes, for example, a display terminal such as a car navigation system. The HMI device 30 displays predetermined information (maps, video content, various alerts, etc.) on the above display terminal.

[0028] The DCM 40 is configured to be communicable with each of the smart center 200 and the battery information server 300. Thereby, the electric vehicle 110 can exchange various information with each of the smart center 200 and the battery information server 300 through the DCM 40.

[0029] The ECU 10 includes a processor 11, a memory 12, and a communication unit 13. In addition to the program executed by the processor 11, the memory 12 stores information used in the program (for example, maps, mathematical formulas, and various parameters). Further, the processor 11 performs a process of acquiring various information (for example, the battery pack ID described later) through the communication unit 13.

[0030] The communication unit 13 is configured to be capable of CAN (Controller Area Network) communication with various ECUs (not shown) provided in the electric vehicle 110. For example, the communication unit 13 obtains the ID information of the battery pack 20 (hereinafter referred to as the battery pack ID) by performing CAN communication with the ECU (battery computer) provided in the battery pack 20. The battery pack ID is recorded in a memory (not shown) of the battery pack 20 or the like. Note that the battery pack ID is an example of the "identification information" of the present disclosure.

[0031] The battery information server 300 includes a processor 310, a memory 320, and a communication unit 330. In addition to the program executed by the processor 310, the memory 320 stores information used in the program (for example, maps, mathematical formulas, and various parameters). Note that the memory 320 and the communication unit 330 are examples of the "storage unit" and the "server-side communication unit" of the present disclosure, respectively.

[0032] Specifically, the memory 320 stores charge / discharge parameters (hereinafter referred to as charge / discharge parameters) that are suitable for each of the plurality of battery packs registered in the battery information server 300. In the memory 320, the battery pack ID of each battery pack and the charge / discharge parameters (parameter 1 and parameter 2) are stored in association with each other. Note that the charge / discharge parameters include information such as charge / discharge voltage, charge / discharge current (charge / discharge rate), and thresholds used for temperature management and current (voltage) management in the battery. The charge / discharge parameters are an example of the "parameter information" of the present disclosure.

[0033] The charge-discharge parameters are values determined by inspection during the manufacture (recycling process) of the battery pack. Specifically, the ratio of manganese (Mn) to iron (Fe) in the active material in the LMFP battery formed by recycling the LFP battery is managed by the battery information server 300. Also, the amount of impurities and additives contained in the LMFP battery is managed by the battery information server 300. The charge-discharge parameters are values determined for each LMFP battery based on the above ratio and the amount of impurities, etc. of each LMFP battery. Note that the charge-discharge parameters may be determined for each manufacturing lot of the battery pack, or may be determined for each vehicle type.

[0034] Here, even though the battery pack of the electric vehicle has been replaced with another battery pack, there are cases where charge-discharge parameters suitable for the battery pack before replacement are used. In this case, charge-discharge is executed using charge-discharge parameters that do not match the battery pack after replacement. As a result, inconveniences such as the charge-discharge not being performed smoothly occur, for example, due to the charge-discharge not being performed within an appropriate voltage range. For example, as shown in FIG. 3, there are differences in the relationship between the potential (operating potential) and the charge-discharge capacity between the LFP battery and the LMFP battery. Specifically, the potential of the LMFP battery is relatively higher than the potential of the LFP battery.

[0035] Also, among the LMFP batteries, differences in the above relationship occur due to differences in the ratio of manganese to iron and the amount of impurities. FIG. 4 is a diagram showing the relationship between the charge-discharge capacity and the number of charge-discharge cycles for each of the above ratios. In FIG. 4, it is shown that the LMFP battery with a manganese-to-iron ratio of 70:30 has the smallest deterioration of the charge-discharge capacity with respect to the number of charge-discharge cycles compared to the LMFP batteries with the above ratios of 75:25 or 80:20. Note that the LMFP battery with the above ratio of 75:25 has less deterioration of the charge-discharge capacity with respect to the number of charge-discharge cycles than the LMFP battery with the above ratio of 80:20.

[0036] Therefore, in the first embodiment, the DCM 40 of the electric vehicle 110 transmits the battery pack ID acquired by the communication unit 13 to the battery information server 300. The processor 11 acquires, from the battery information server 300, charge and discharge parameters suitable for the battery pack 20 corresponding to the battery pack ID through the DCM 40. The control device 100 (ECU 10) controls the charge and discharge of the battery pack 20 using the charge and discharge parameters acquired by the processor 11. Details will be described with reference to the sequence diagram of FIG. 5.

[0037] <Control method of control system> FIG. 5 is a sequence diagram showing control among the battery information server 300, the smart center 200, and the electric vehicle 110 (control device 100) in the control system 1. Each control of the battery information server 300 in FIG. 5 is executed by the processor 310. Each control of the electric vehicle 110 in FIG. 5 is executed by the control device 100 (ECU 10 (processor 11)).

[0038] In step S1, the electric vehicle 110 determines whether the ignition power supply of the electric vehicle 110 has changed to on. That is, the electric vehicle 110 determines whether the ignition power supply has been turned on by the user operating the operation button of the ignition power supply. If the ignition power supply is turned on (Yes in S1), the process proceeds to step S2. If the ignition power supply is not turned on (No in S1), the process proceeds to step S9.

[0039] In step S2, the electric vehicle 110 performs a process of acquiring (reading) the battery pack ID of the battery pack 20 by CAN communication of the communication unit 13. Specifically, the communication unit 13 receives information on the battery pack ID from the battery computer of the battery pack 20 by CAN communication.

[0040] In step S3, the electric vehicle 110 determines whether the battery pack ID has changed. Specifically, the electric vehicle 110 determines whether the battery pack ID read in S2 is different from the previously read battery pack ID. If the battery pack ID has changed (Yes in S3), the process proceeds to step S4. If the battery pack ID has not changed (No in S3), the process proceeds to step S9.

[0041] In step S4, the electric vehicle 110 transmits, through the DCM 40, the information of the battery pack ID read in step S2 to the smart center 200.

[0042] In step S5, the smart center 200 transmits the information of the battery pack ID transmitted from the electric vehicle 110 in step S4 to the battery information server 300.

[0043] In step S6, the battery information server 300 selects the charge / discharge parameters corresponding to the battery pack ID transmitted from the smart center 200 in step S5 based on the information stored in the memory 320 (see Figure 2).

[0044] In step S7, the battery information server 300 transmits, through the communication unit 330, the information of the charge / discharge parameters selected in step S6 to the electric vehicle 110 (DCM 40). Note that the information of the charge / discharge parameters may be transmitted to the electric vehicle 110 via the smart center 200.

[0045] In step S8, the electric vehicle 110 updates (changes) the currently set charge / discharge parameters to the charge / discharge parameters transmitted from the battery information server 300 in step S7.

[0046] In step S9, the electric vehicle 110 determines whether to perform charging or discharging. For example, the electric vehicle 110 determines to perform charging or discharging according to, for example, that a command for performing charging or discharging has been transmitted from the user, or that a charging / discharging connector has been connected to the electric vehicle 110. If it is determined to perform charging or discharging (Yes in S9), the process proceeds to step S10. If it is not determined to perform charging or discharging (No in S9), the process returns to step S1.

[0047] In step S10, the electric vehicle 110 performs charging or discharging according to the set charging / discharging parameters. Specifically, when the process of step S8 has been performed, the electric vehicle 110 performs charging or discharging using the updated charging / discharging parameters. On the other hand, when the process of step S8 has not been performed, the electric vehicle 110 performs charging or discharging using the current (the charging / discharging parameters held at the time of step S1) charging / discharging parameters. Then, the process ends.

[0048] As described above, in the first embodiment, the electric vehicle 110 transmits the acquired battery pack ID to the battery information server 300, and receives information on charging / discharging parameters suitable for the battery pack 20 corresponding to the battery pack ID from the battery information server 300. Then, the electric vehicle 110 controls the charging or discharging of the battery pack 20 using the received information on the charging / discharging parameters. Thereby, even if the type of the battery pack 20 is changed by battery replacement or the like, charging and discharging can be performed using charging / discharging parameters suitable for the type of the battery pack 20 after the change. As a result, the battery pack 20 can be appropriately (for example, efficiently) charged and discharged.

[0049] [Second Embodiment] Next, with reference to FIGS. 6 and 7, a second embodiment of the present disclosure will be described. In the second embodiment, unlike the first embodiment in which the battery pack ID and charge / discharge parameter information are exchanged through communication via DCM40, the information is exchanged through an information terminal 400 provided in a facility such as a dealer. For the same configurations as those in the first embodiment, the same reference numerals as those in the first embodiment will be given and repeated descriptions will not be made.

[0050] <Configuration of Control System> FIG. 6 is a diagram showing the configuration of a control system 2 according to the second embodiment. The control system 2 includes a control device 100A, an information terminal 400, a diag tool 410, and a battery information server 300A. The information terminal 400 can be connected to the electric vehicle 110A via the diag tool 410. Note that the diag tool 410 is an example of an "external device" of the present disclosure. Also, the information terminal 400 is an example of an "external device" and a "terminal" of the present disclosure. Further, the battery information server 300A is an example of an "external server", an "external device", and a "server" of the present disclosure.

[0051] The control device 100A is mounted on the electric vehicle 110A. Each of the information terminal 400 and the diag tool 410 is a device provided outside the electric vehicle 110A. The electric vehicle 110A is different from the electric vehicle 110 in the first embodiment in that it includes a control device 100A instead of the control device 100. Note that the control device 100A may not be provided with a DCM40. Also, the electric vehicle 110A is an example of a "vehicle" of the present disclosure.

[0052] The control device 100A includes an ECU 10A. The ECU 10A has a processor 11A, a memory 12A, and a communication unit 13A. In addition to the program executed by the processor 11A, information used in the program (for example, maps, mathematical formulas, and various parameters) is stored in the memory 12A. Note that the communication unit 13A is an example of a "device-side communication unit" of the present disclosure.

[0053] The battery information server 300A includes a processor 310A, a memory 320A, and a communication unit 330A. In the memory 320A, in addition to the programs executed by the processor 310A, information used in the programs (such as maps, mathematical formulas, and various parameters) is stored. Note that the memory 320A and the communication unit 330A are examples of the "storage unit" and the "server-side communication unit" of the present disclosure, respectively.

[0054] In the memory 320A, similar to the memory 320 (see FIG. 2) of the first embodiment, each battery pack ID and charge / discharge parameters are stored in association with each other.

[0055] Each of the information terminal 400 and the diagnostic tool 410 is a device provided at a dealer, a vehicle repair shop, a battery replacement facility, etc. The diagnostic tool 410 diagnoses the presence or absence of abnormalities in the electric vehicle 110A by being connected to the electric vehicle 110A via a cable 420. At this time, the diagnostic tool 410 extracts information on the battery pack ID from the electric vehicle 110A. Note that when the electric vehicle 110A (processor 11A) is connected to the information terminal 400 (diagnostic tool 410), it performs a process of acquiring the battery pack ID in response to a signal from the information terminal 400 that requests the battery pack ID. The information on the battery pack ID extracted by the diagnostic tool 410 is transmitted to the information terminal 400 connected to the diagnostic tool 410 via a cable 430. The information on the battery pack ID acquired by the information terminal 400 is transmitted to the battery information server 300A via communication. Note that information is exchanged between the information terminal 400 and the electric vehicle 110A (communication unit 13A) by CAN communication.

[0056] <Control method of the control system> FIG. 7 is a sequence diagram showing the control among the battery information server 300, the information terminal 400, and the electric vehicle 110A in the control system 2. Each control of the battery information server 300A in FIG. 7 is executed by the processor 310A. Each control of the electric vehicle 110A in FIG. 7 is executed by the control device 100A (ECU10A (processor 11A)). For the processes similar to the sequence in the first embodiment (see FIG. 5), the same reference numerals are used and repeated description will not be given.

[0057] In step S21, the information terminal 400 transmits a signal requesting the information of the battery pack ID to the electric vehicle 110A via the diagnostic tool 410. Note that the signal requesting the battery pack ID may be directly transmitted from the information terminal 400 to the electric vehicle 110A without passing through the diagnostic tool 410.

[0058] In step S22, the electric vehicle 110A determines whether the request signal in step S21 is received. If the request signal is received (Yes in S22), the process proceeds to step S2. If the request signal is not received (No in S22), the process proceeds to step S9.

[0059] If step S3 is Yes, the process of step S14 is performed. In step S14, the electric vehicle 110A transmits (notifies) the information of the battery pack ID to the information terminal 400 via the diagnostic tool 410 through the communication unit 13A. Note that the information of the battery pack ID may be directly transmitted from the electric vehicle 110A to the information terminal 400 without passing through the diagnostic tool 410.

[0060] In step S23, the information terminal 400 transmits the information of the battery pack ID transmitted from the electric vehicle 110A in step S14 to the battery information server 300A.

[0061] In step S24, the battery information server 300A transmits the information on the charge / discharge parameters selected in step S6 to the information terminal 400 through the communication unit 330. Note that the information on the charge / discharge parameters may be directly transmitted to the electric vehicle 110A.

[0062] In step S25, the information terminal 400 transmits the information on the charge / discharge parameters transmitted from the battery information server 300A in step S24 to the electric vehicle 110A via the diag tool 410. Note that the information on the charge / discharge parameters may be directly transmitted from the information terminal 400 to the electric vehicle 110A without passing through the diag tool 410. Also, the information on the charge / discharge parameters may be directly transmitted from the battery information server 300A (communication unit 330A) to the electric vehicle 110A (DCM40). Thereafter, the processes after step S8 are executed in the electric vehicle 110A.

[0063] Note that for other configurations and processes, since they are the same as those in the first embodiment described above, repeated description will not be given.

[0064] In the above first and second embodiments, an example in which an ID is provided for each battery pack 20 has been shown, but the present disclosure is not limited to this. For example, an ID may be provided for each of a plurality of battery cells housed in the battery pack. In this case, when each of the plurality of battery cells is replaced, an update process for the charge / discharge parameters may be performed.

[0065] In the above first and second embodiments, an example in which the charge / discharge parameters based on the ratio of manganese to iron and the amount of impurities in the battery pack 20 are stored in the battery information server 300A (300A) has been shown, but the present disclosure is not limited to this. Charge / discharge parameters determined in advance based on only one of the above ratio and the above amount of impurities may be stored in the battery information server 300 (300A).

[0066] In the above-described first and second embodiments, an example in which the control device 100 (100A) is mounted on the electric vehicle 110 (110A) has been shown. However, the present disclosure is not limited to this. For example, the control device may be mounted on a power stand (EVSE: Electric Vehicle Supply Equipment) where charging (discharging) is performed between the control device and the electric vehicle.

[0067] In the above-described first and second embodiments, an example in which the electric vehicle 110 (110A) performs a process of acquiring (reading) the battery pack ID when the ignition power supply is turned on or when a request signal from the information terminal 400 is received has been shown. However, the present disclosure is not limited to this. For example, the electric vehicle may perform a process of acquiring (reading) the battery pack ID in response to the replacement process of the battery pack being performed. In this case, since the default value (initial value) used for the battery deterioration determination is reviewed (optimized) by the battery replacement, it is possible to suppress a decrease in the accuracy of the battery deterioration determination.

[0068] In the above-described first and second embodiments, an example in which the control system 1 (2) includes the smart center 200 and the battery information server 300 (300A) has been shown. However, the present disclosure is not limited to this. The control system may include one server in which the smart center 200 and the battery information server 300 (300A) are integrated.

[0069] In the above-described first and second embodiments, an example in which the electric vehicle 110 (110A) can execute each of charging and discharging has been shown. However, the present disclosure is not limited to this. For example, the electric vehicle may be capable of executing only charging.

[0070] In the above-described first embodiment, an example in which each of the battery pack ID and the charge / discharge parameter information is transmitted and received between the DCM 40 of the electric vehicle 110 and the battery information server 300 has been shown. However, the present disclosure is not limited to this. At least one of the battery pack ID and the charge / discharge parameter information may be transmitted and received between the battery information server 300 and the user's terminal (such as a smartphone).

[0071] In the above-described second embodiment, an example in which the information terminal 400 and the electric vehicle 110A are connected via the diagnostic tool 410 has been shown. However, the present disclosure is not limited to this. The information terminal 400 and the electric vehicle 110A may be directly connected.

[0072] In the above-described first and second embodiments, an example in which the LMFP battery formed by recycling the LFP battery is mounted on the electric vehicle 110 (110A) has been shown. However, the present disclosure is not limited to this. For example, the electric vehicle 110 (110A) may be mounted with an LFP battery that is not a recycled product or an LFP battery that is not a recycled product, or may be mounted with a new LFP battery formed by recycling the LFP battery.

[0073] In the above-described first and second embodiments, an example in which the battery pack 20 is mounted on the electric vehicle 110 (110A) has been shown. However, the present disclosure is not limited to this. The battery pack may be mounted on an electrical device other than an electric vehicle (for example, a stationary power storage device).

[0074] Note that the controls of the above-described first embodiment, the above-described second embodiment, and the various modifications described above may be executed in combination with each other.

[0075] The embodiments disclosed this time should be considered as illustrative in all respects and not restrictive. The scope of the present disclosure is shown not by the description of the above-described embodiments but by the claims, and it is intended that all modifications within the meaning and scope equivalent to the claims are included.

Description of Reference Numerals

[0076] 1. 2 control systems, 11, 11A processors, 13A communication unit (device-side communication unit), 20 battery (battery pack), 40 DCM (device-side communication unit), 100, 100A control devices, 110, 110A vehicles (electric vehicles), 200 smart center (external device), 300, 300A battery information server (external server) (external device) (server), 320, 320A memory (storage unit), 330, 330A communication unit (server-side communication unit), 400 information terminal (external device) (terminal), 410 diagnostic tool (external device).

Claims

1. A control device for controlling power transmission including at least one of charging and discharging of a battery, comprising: a device-side communication unit that communicates with an external device; a processor that performs a process of acquiring identification information of the battery, and the external device includes an external server that stores parameter information regarding parameters of the power transmission that is suitable for the battery corresponding to the identification information, the processor acquires, from the external server, the parameter information that is suitable for the battery corresponding to the identification information through the device-side communication unit, and controls the power transmission of the battery using the parameter information acquired by the processor.

2. The battery includes a battery in which lithium iron phosphate manganese formed by recycling lithium iron phosphate used as an active material is used as the active material, the control device according to claim 1, wherein the parameter information includes information on parameters used in the power transmission that is preset based on a ratio of manganese to iron in the active material.

3. The control device according to claim 2, wherein the parameter information includes the parameter information preset based on the ratio and an amount of impurities contained in the battery.

4. The control device is mounted on a vehicle, and the processor performs a process of acquiring the identification information when an ignition power source of the vehicle changes to on, the control device according to any one of claims 1 to 3.

5. The control device is mounted on a vehicle, and the processor performs a process of acquiring the identification information in response to a signal from the terminal that requests the identification information when connected to a terminal connectable to the vehicle, the control device according to any one of claims 1 to 3.

6. The control device according to any one of claims 1 to 3, wherein the device-side communication unit transmits the changed identification information to the external server when the acquired identification information changes.

7. A server provided outside the control device according to claim 1, wherein the server includes: a server-side communication unit that receives identification information of the battery; and a storage unit that stores parameter information regarding parameters of the power transmission that is suitable for the battery corresponding to the identification information, and the server-side communication unit transmits the parameter information that is suitable for the battery corresponding to the received identification information to the control device.

8. A control system comprising the control device according to claim 1 and the server according to claim 7.

9. A control method for a control device that controls power transmission including at least one of charging and discharging of a battery, the method comprising: acquiring identification information of the battery; receiving parameter information corresponding to the battery and conforming to the power transmission parameters for the battery from an external server that stores the parameter information regarding the power transmission parameters conforming to the battery corresponding to the identification information; and controlling the power transmission of the battery using the received parameter information.

10. The battery includes a battery in which lithium iron phosphate manganese formed by recycling lithium iron phosphate used as an active material is used as the active material, The control method according to claim 9, wherein the parameter information includes information on parameters used in the power transmission, preset based on a ratio of manganese to iron in the active material.

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