Battery and vehicle

Abstract

To suppress deterioration of a battery.SOLUTION: A battery is a replaceable battery for driving an electric vehicle. After the battery is removed from the electric vehicle and then connected to a charger, charging the battery must not be started until a specified time (e.g. a resolution time or a certain period of time) passes (step S111 to step S123). By these steps, even when the battery is removed from the electric vehicle and then connected to the charger, the battery cannot start charging until the specified time passes. The specified time may be a time until high-rate deterioration is resolved, the high-rate deterioration being a state in which the internal resistance of the battery increases because of a deviation of the concentration distribution of lithium ions of an electrolyte in the battery due to a charging / discharging operation including charging / discharging exceeding a prescribed current value when the battery is connected to the electric vehicle.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present disclosure relates to batteries and vehicles, and more particularly to a replaceable battery for driving a vehicle and a vehicle capable of mounting the battery. [Background technology]

[0002] Conventionally, there has been a system for sharing replaceable batteries for driving vehicles (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2020-190480 Summary of the Invention [Problem to be solved by the invention]

[0004] In such battery replacement facilities, there is room for improvement in controlling charging by a charging device that charges the replaced battery in order to suppress battery degradation.

[0005] This disclosure has been made to solve the above-mentioned problems, and its purpose is to provide a battery and a vehicle that are capable of suppressing battery degradation. [Means for solving the problem]

[0006] The battery disclosed herein is a replaceable battery for driving a vehicle, and charging of the battery does not begin until a specific time has elapsed since the battery was removed from the vehicle and then connected to a charging device.

[0007] With this configuration, even if the battery is disconnected from the vehicle and then connected to a charging device, charging of the battery will not begin until a specific time has elapsed, thereby providing a battery that can suppress battery degradation.

[0008] The specified time may be the time until high-rate degradation, which is a state in which the internal resistance of the battery increases due to an imbalance in the concentration distribution of lithium ions in the battery's electrolyte caused by charging and discharging, including charging and discharging that exceeds a predetermined current value when the battery is connected to a vehicle, is resolved.

[0009] With this configuration, even if the battery is connected to a charging device after being disconnected from the vehicle, charging of the battery will not begin until the high-rate degradation, which is a state in which the internal resistance of the battery increases due to an imbalance in the lithium ion concentration distribution in the battery electrolyte caused by charging and discharging, including charging and discharging, exceeding a predetermined current value while the battery is connected to the vehicle, has been resolved. As a result, battery degradation due to high-rate degradation can be suppressed.

[0010] Even if the battery is connected, the charging device may not start charging the battery until a specific time has elapsed.

[0011] With this configuration, even if the battery is disconnected from the vehicle and then connected to the charging device, the charging device will not start charging the battery until a specific time has elapsed, thereby preventing battery deterioration.

[0012] A timer may be provided to measure the remaining time of a specific period, and charging of the battery may not be initiated until the remaining time measured by the timer falls below the predetermined time.

[0013] With this configuration, even if the battery is disconnected from the vehicle and then connected to a charging device, charging of the battery will not begin until the remaining time measured by the timer falls below the predetermined time, thereby preventing battery deterioration.

[0014] According to another aspect of this disclosure, the vehicle is a vehicle capable of mounting the battery and includes a communication unit that transmits the remaining time measured by the timer to a server that can communicate with a charging device that charges the battery removed from the vehicle.

[0015] With this configuration, a vehicle can be provided that is capable of suppressing battery degradation. [Effects of the Invention]

[0016] According to this disclosure, it is possible to provide a battery and a vehicle that are capable of suppressing battery degradation. [Brief explanation of the drawings]

[0017] [Figure 1] FIG. 1 illustrates a battery exchange system including an electric vehicle according to an embodiment of the present disclosure. [Figure 2] 1 is a diagram showing the configuration of an electric vehicle according to an embodiment of the present invention; [Figure 3] 4 is a flowchart showing the flow of a battery charging process in the first embodiment. [Figure 4] 10 is a flowchart showing the flow of a battery charging process according to a second embodiment. [Figure 5] 10 is a flowchart showing the flow of a battery charging process according to a third embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0018] 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 designated by the same reference numerals, and description thereof will not be repeated.

[0019] Fig. 1 is a diagram illustrating a battery exchange system 1 including an electric vehicle 100 according to an embodiment of the present disclosure. Fig. 2 is a diagram illustrating a configuration of electric vehicle 100 according to this embodiment. With reference to Figs. 1 and 2, the Z direction illustrated in Fig. 1 indicates the direction of movement of a battery mounting stand 231, which will be described later.

[0020] The battery exchange system 1 includes an electric vehicle 100 and a battery exchange station 200.

[0021] The electric vehicle 100 includes a vehicle body 10 and a battery 101. The electric vehicle 100 is, for example, an electric vehicle (BEV: Battery Electric Vehicle) that does not include an internal combustion engine.

[0022] The vehicle body 10 is a portion of the electric vehicle 100 other than the battery 101. The vehicle body 10 includes a vehicle drive unit 11, an SMR (System Main Relay) 12, an auxiliary battery 13, a DC / DC (Direct current to Direct current) converter 14, a relay 15, an ECU (Electronic Control Unit) 16, a communication device 17, an HMI (Human Machine Interface) device 18, and a terminal 19A. The terminal 19A is formed to be electrically connectable to a terminal 19B formed on the battery 101. The vehicle body 10 is formed to be electrically connectable to the battery 101 via the terminals 19A and 19B.

[0023] The vehicle drive unit 11 includes a motor generator (MG) 11a and an inverter 11b. The vehicle drive unit 11 is configured to run the electric vehicle 100 using electric power output from the battery 101.

[0024] The MG 11a functions as a driving motor. The MG 11a is electrically connected to the battery 101 via the inverter 11b. The MG 11a converts the electric power from the battery 101 into torque to rotate the drive wheels of the electric vehicle 100. The MG 11a also performs regenerative power generation, for example, when the electric vehicle 100 decelerates, to charge the battery 101.

[0025] The inverter 11b functions as a PCU (Power Control Unit) for the MG 11a. The inverter 11b drives the MG 11a using power supplied from the battery 101.

[0026] The SMR 12 functions as an on-off switch for the electric circuit between the inverter 11b and the battery 101 in accordance with instructions from the ECU 16. The SMR 12 is provided between the inverter 11b and the battery 101.

[0027] The auxiliary battery 13 supplies power to drive auxiliary devices mounted on the electric vehicle 100, such as a communication device 17, an ECU 16, and an HMI device 18. The auxiliary battery 13 is also connected to a wiring that connects the inverter 11b and the SMR 12 via a DC / DC converter 14.

[0028] The DC / DC converter 14 boosts the voltage of the direct current supplied from the auxiliary battery 13 to the MG 11a and supplies the boosted voltage to the inverter 11b. The DC / DC converter 14 is provided between the auxiliary battery 13 and the wiring connecting the SMR 12 and the inverter 11b.

[0029] The relay 15 functions as an on-off switch for the electric circuit between the auxiliary battery 13 and the inverter 11b in accordance with instructions from the ECU 16. The relay 15 is provided between the DC / DC converter 14 and the wiring connecting the SMR 12 and the inverter 11b.

[0030] ECU 16 has a processor and a memory. The processor controls each device of electric vehicle 100 based on information recorded in the memory and information acquired through a communication device 17 (described later) or the like. ECU 16 is connected to each device (SMR 12, relay 15, communication device 17, HMI device 18, timer 23) via an in-vehicle network (for example, a CAN (Controller Area Network)) so as to be able to communicate with each other.

[0031] The communication device 17 is an interface for communicating with devices outside the vehicle (such as the control device 210 of the battery exchange station 200 and the mobile terminal 300) via a network. The communication device 17 transmits information transmitted from the ECU 16 to devices outside the vehicle, and transmits information received from devices outside the vehicle to the ECU 16.

[0032] The HMI device 18 includes a display unit 18a and an input unit 18b installed in the vehicle cabin. The HMI device 18 may include a touch panel display. The input unit 18b may be a hard key provided next to the display unit 18a, or may be operated on the touch panel display. The HMI device 18 outputs a signal to the ECU 16 in response to an input by a user to the input unit 18b.

[0033] The battery 101 includes a cell 21, a timer 23, and a terminal 19B. The cell 21 is a secondary battery, such as a lithium-ion battery, but is not limited to this and may be a nickel-metal hydride battery or a sodium-ion battery. The type of secondary battery may be a liquid secondary battery or an all-solid-state secondary battery. The cell 21 is configured to be electrically connectable to the vehicle body 10 by connection between the terminal 19A and the terminal 19B.

[0034] The timer 23 includes a processor and a memory. The processor executes predetermined processing based on information recorded in the memory and information acquired from the ECU 16. The timer 23 is connected to the ECU 16 via an in-vehicle network (for example, a CAN (Controller Area Network)) so as to be able to communicate with each other. The configuration of the battery 201, which will be described later, is similar to the configuration of the battery 101.

[0035] The battery exchange station 200 includes a battery exchange station main body 200a where battery exchange takes place, and a storage shed 200b capable of storing a plurality of batteries 201. The battery exchange station main body 200a is a device that performs battery exchange by replacing the battery 101 mounted on the electric vehicle 100 with the battery 201. The storage shed 200b is provided adjacent to the battery exchange station main body 200a. The battery exchange station 200 (battery exchange station main body 200a) is provided with an entrance / exit 202 through which the electric vehicle 100 enters and exits.

[0036] The battery exchange station 200 (battery exchange station main body 200 a ) includes a control device 210 , a driving device 230 , and a charging device 250 .

[0037] The control device 210 includes a processor 211, a memory 212, and a communication unit 213. The memory 212 stores programs executed by the processor 211 as well as information used in the programs (for example, maps, formulas, and various parameters). The memory 212 also stores battery information, which is information related to the battery shape, battery arrangement direction, voltage, output power, and capacity (remaining capacity) of each battery 201. The processor 211 controls the drive device 230 and the charging device 250.

[0038] The communication unit 213 includes various communication I / Fs. The processor 211 controls the communication unit 213. The communication unit 213 communicates with the communication device 17 of the electric vehicle 100. Two-way communication is possible between the communication unit 213 and the electric vehicle 100 (communication device 17). The communication unit 213 is also able to communicate with a mobile terminal 300 owned by the user of the electric vehicle 100.

[0039] Battery exchange station 200 is provided with a vehicle stopping area 203. When electric vehicle 100 is stopped in vehicle stopping area 203 and a user operates HMI device 18 of electric vehicle 100 to instruct the start of battery exchange work, ECU 16 of electric vehicle 100 transmits an instruction signal to start battery exchange work from communication device 17 to communication unit 213 of control device 210. Based on the reception of the instruction signal by communication unit 213, processor 211 of control device 210 starts controlling the battery exchange work by drive device 230.

[0040] The drive device 230 includes a battery mounting platform 231, a lifting / lowering unit 232, and a transport unit 233. The battery mounting platform 231, the lifting / lowering unit 232, the transport unit 233, and a temporary storage area 240 are provided in the underfloor area U of the battery exchange station 200. The lifting / lowering unit 232 raises and lowers the electric vehicle 100 by holding it from below. The lifting / lowering unit 232 includes a pair of lifting / lowering bars 232a. The electric vehicle 100 is supported from below by the pair of lifting / lowering bars 232a. Battery replacement (attaching and detaching a battery) is performed with the electric vehicle 100 held horizontally by the pair of lifting / lowering bars 232a.

[0041] The battery mounting stand 231 is configured to be able to rise and fall in the Z direction. When the battery mounting stand 231 rises to a height position of the bottom of the electric vehicle 100, the battery 101 removed from the electric vehicle 100 is placed on the battery mounting stand 231. When the battery mounting stand 231 on which the battery 201 is placed rises to a height position of the bottom of the electric vehicle 100, the battery 201 is attached to the electric vehicle 100.

[0042] The transport unit 233 is configured to be able to transport the batteries 101, 201. Specifically, the transport unit 233 transports the battery 101, which has been removed from the electric vehicle 100 and placed on the battery mounting stand 231, to the temporary storage site 240. The transport unit 233 also transports the battery 201, which has been transported from the storage shed 200b to the temporary storage site 240, to the battery mounting stand 231.

[0043] The charging device 250 transports the charged battery 201 from the storage shed 200b to the temporary storage site 240. The charging device 250 also transports the battery 101 removed from the electric vehicle 100 from the temporary storage site 240 to the storage shed 200b, and connects a connector for charging to the terminal 19B.

[0044] In the battery exchange system 1 described above, there is room for improvement in controlling charging by the charging device 250 that charges the replaced battery 201 in order to suppress deterioration of the battery 201.

[0045] Therefore, charging of the replaceable battery 101 for driving the electric vehicle 100 is not started until a specific time has elapsed since the battery 101 is connected to the charging device 250 after being removed from the electric vehicle 100.

[0046] As a result, even if the battery 101 is connected to the charging device 250 after being disconnected from the electric vehicle 100, charging of the battery 101 does not start until a specific time has elapsed. As a result, deterioration of the battery 101 can be suppressed.

[0047] The battery 101 may enter a state of high-rate degradation, in which the internal resistance of the battery 101 increases due to a bias in the concentration distribution of ions such as lithium ions in the electrolyte of the battery 101 caused by charging and discharging, including charging and discharging exceeding a predetermined current value when the battery 101 is connected to the electric vehicle 100. The predetermined current value is, for example, a predetermined C-rate (hour rate) between 5 and 10 C. The C-rate is the magnitude of the current when the battery 101 is energized. 1 C is the current value at which the battery is completely discharged in one hour when discharged from a fully charged state. Charges and discharges exceeding the predetermined current value are called high-rate charge and high-rate discharge, respectively. The longer charge and discharge at a relatively high current value, such as high-rate charge / discharge, continue, the worse the state of high-rate degradation becomes. The state of high-rate degradation is a reversible degradation state. For example, high-rate degradation can be resolved by not charging or discharging for a period of time corresponding to the degree of high-rate degradation, or by setting the charge / discharge current value below a predetermined current value. Furthermore, high-rate degradation due to charging is resolved by discharging. High-rate degradation due to discharging is resolved by charging. If charging and discharging continues in a state of high-rate degradation, or if charging continues at a current value exceeding a predetermined current value, the battery 101 will deteriorate irreversibly, for example, due to electrolytic deposition of lithium metal on the negative electrode.

[0048] [First embodiment] 3 is a flowchart showing the flow of the battery charging process according to the first embodiment. Referring to FIG. 3, this battery charging process is called from a higher-level process at predetermined intervals and executed by processor 211 of control device 210 of charging device 250.

[0049] The processor 211 of the control device 210 determines whether the replaced battery 101 is stored in the storage compartment 200b and whether the charging connector of the charging device 250 is connected to the terminal 19B of the battery 101 (step S111).

[0050] If it is determined that battery 101 has been stored (YES in step S111), processor 211 reads out the resolution time until high-rate degradation is resolved from timer 23 of battery 101 and stores it in memory 212 (step S112).

[0051] The resolution time is calculated by the ECU 16 of the electric vehicle 100 from the history of the current value of the battery 21 when the battery 101 is connected to the electric vehicle 100. For example, a map showing the correspondence between the integrated current value and the resolution time is created in advance. The integrated current value is calculated from the history of the current value, and the resolution time corresponding to the calculated integrated value is read from the map to calculate the resolution time. This calculation of the resolution time is performed at predetermined intervals, and each time, the calculated resolution time is updated and stored in the timer 23. The timer 23 continues to subtract the elapsed time from the stored resolution time, thereby constantly subtracting and updating the resolution time. The timer 23 subtracts and updates the resolution time not only when the battery 101 is connected to the electric vehicle 100, but also after the battery 101 is removed from the electric vehicle 100.

[0052] Then, the processor 211 starts counting down to the resolution time stored in the memory 212 (step S114). Note that the countdown value in the control device 210 is basically the same as the countdown value in the timer 23 of the battery 101. For this reason, the control device 210 may read the resolution time from the timer 23 of the battery 101 each time without executing the countdown.

[0053] If it is determined that it is not the time for the battery 101 to be stored (NO in step S111), or after step S114, the processor 211 determines whether or not there is a battery 101 for which the resolution time has elapsed among the stored batteries 101 (step S121). If it is determined that there is a battery 101 for which the resolution time has elapsed (YES in step S121), the processor 211 controls the charging device 250 to start charging the battery 101 for which the resolution time has elapsed (step S123).

[0054] If it is determined that there is no battery 101 for which the resolution time has elapsed (NO in step S121), or after step S123, processor 211 determines whether or not there is a fully charged battery 101 among the stored batteries 101 (step S131). If it is determined that there is a fully charged battery 101 (YES in step S131), processor 211 controls charging device 250 to terminate charging of the fully charged battery 101 (step S132). If it is determined that there is no fully charged battery 101 (NO in step S131), or after step S132, processor 211 returns the process to be executed to the higher-level process that called this battery charging process.

[0055] [Second embodiment] In the first embodiment, the battery 101 is provided with the timer 23, and charging of the battery 101 is started after the resolution time stored in the timer 23 has elapsed. In the second embodiment, the battery 101 is not provided with the timer 23.

[0056] Fig. 4 is a flowchart showing the flow of the battery charging process of the second embodiment. Referring to Fig. 4, this battery charging process is called from a higher-level process at predetermined intervals and executed by processor 211 of control device 210 of charging device 250. In Fig. 4 of the second embodiment, only the parts different from Fig. 3 of the first embodiment will be described, and overlapping descriptions will not be repeated.

[0057] If it is determined that the replaced battery 101 has been stored (YES in step S111), the processor 211 starts counting down to a certain time that is sufficient for high-rate degradation to be resolved (step S114A). This certain time is a time that is predetermined for each type of battery 101 that can be handled in this battery exchange station 200, and is set to, for example, a representative value (e.g., the maximum value) of the time required to resolve high-rate degradation for each type of battery 101.

[0058] If it is determined that it is not the time for battery 101 to be stored (NO in step S111), or after step S114A, processor 211 determines whether or not there is a battery 101 for which a certain time has elapsed among the stored batteries 101 (step S121A). If it is determined that there is a battery 101 for which a certain time has elapsed (YES in step S121A), processor 211 controls charging device 250 to start charging the battery 101 for which a certain time has elapsed (step S123A).

[0059] [Third embodiment] In the first embodiment, the control device 210 of the charging device 250 directly reads out the resolution time from the timer 23 of the battery 101. In the third embodiment, the control device 210 of the charging device 250 communicates with the electric vehicle 100 to obtain the resolution time stored in the timer 23 of the battery 101.

[0060] Fig. 5 is a flowchart showing the flow of battery charging processing according to the third embodiment. Referring to Fig. 5, this battery charging processing is called from a higher-level process at predetermined intervals and executed by processor 211 of control device 210 of charging device 250. In Fig. 5 of the third embodiment, only the parts different from Fig. 3 of the first embodiment will be described, and overlapping descriptions will not be repeated.

[0061] The processor 211 of the control device 210 determines whether communication with the electric vehicle 100 before the exchange of the battery 101 has started (step S111A). In the communication before the exchange, information such as the type and number of batteries 101 to be exchanged and the waiting status of the battery exchange station 200 is exchanged.

[0062] When it is determined that communication before the replacement of battery 101 has started (YES in step S111A), processor 211 controls communication unit 213 to acquire the resolution time until high-rate degradation is resolved from timer 23 of battery 101 via communication device 17 of electric vehicle 100, and stores the acquired resolution time in memory 212 (step S112A). Then, processor 211 executes step S114 in FIG. 3.

[0063] If it is determined that the timing is not when communication started before the battery 101 was replaced (NO in step S111A), or after step S114, the processor 211 determines whether or not there is a battery 101 whose resolution time has elapsed (step S121A). If it is determined that there is a battery 101 whose resolution time has elapsed (YES in step S121A), it determines whether or not the battery 101 whose resolution time has elapsed is stored in the storage facility 200b (step S122). If it is determined that the battery 101 is stored (YES in step S122), the processor 211 executes the process of step S123 in FIG. 3.

[0064] If it is determined that there is no battery 101 whose resolution time has elapsed (NO in step S121A), if it is determined that the battery 101 whose resolution time has elapsed is not stored in the storage facility 200b (NO in step S122A), or after step S123, the processor 211 executes the processing from step S131 onwards in FIG. 3.

[0065] [Variations] (1) In the above-described embodiment, the electric vehicle 100 is a BEV. However, the present invention is not limited to this, and the electric vehicle 100 may be another type of vehicle, such as a hybrid electric vehicle (HEV), a plug-in hybrid electric vehicle (PHEV), or a fuel cell electric vehicle (FCEV).

[0066] (2) In the above-described embodiment, the number of batteries 101 mounted on the electric vehicle 100 is one. However, this is not limited thereto, and the number of batteries 101 mounted on the electric vehicle 100 may be two or more.

[0067] (3) In the embodiment described above, as shown in Fig. 2, the SMR 12 is provided in the vehicle body 10, and no SMR is provided in the battery 101. However, this is not limited to this, and an SMR may be provided in both the vehicle body and the battery, or an SMR may be provided in the battery 101, but no SMR may be provided in the vehicle body 10.

[0068] (4) The above-described embodiment can be considered as a disclosure of the battery 101, the electric vehicle 100, the battery exchange station 200, the control device 210, or the charging device 250 shown in FIGS. 1 and 2, and can be considered as a disclosure of a battery charging method or a battery charging program executed by these devices.

[0069] [summary] (1) As shown in Figures 1 and 2, battery 101 is a replaceable battery for driving electric vehicle 100. As shown in Figures 3 to 5, charging of battery 101 is not started until a specific time (e.g., a cancellation time, a certain time) has elapsed since battery 101 was disconnected from electric vehicle 100 and then connected to charging device 250 (e.g., steps S111 to S123 in Figure 3, steps S111 to S123A in Figure 4, and steps S111A to S123 in Figure 5).

[0070] As a result, even if the battery 101 is connected to the charging device 250 after being disconnected from the electric vehicle 100, charging of the battery 101 does not start until a specific time has elapsed. As a result, deterioration of the battery 101 can be suppressed.

[0071] (2) As shown in FIG. 2, the specific time may be the time until high-rate degradation, which is a state in which the internal resistance of battery 101 increases due to a bias in the concentration distribution of lithium ions in the electrolyte of battery 101 caused by charging and discharging, including charging and discharging exceeding a predetermined current value when connected to electric vehicle 100, is resolved.

[0072] As a result, even if the battery 101 is connected to the charging device 250 after being disconnected from the electric vehicle 100, charging of the battery 101 does not start until time has passed until high-rate degradation, which is a state in which the internal resistance of the battery 101 increases due to an imbalance in the concentration distribution of lithium ions in the electrolyte of the battery 101 caused by charging and discharging, including charging and discharging that exceeds a predetermined current value, while the battery 101 is connected to the electric vehicle 100, is resolved. As a result, it is possible to suppress degradation of the battery 101 due to high-rate degradation.

[0073] (3) As shown in Figures 3 to 5, even if the battery 101 is connected, the charging device 250 may not start charging the battery 101 until a specific time has elapsed (for example, steps S111 to S123 in Figure 3, steps S111 to S123A in Figure 4, and steps S111A to S123 in Figure 5).

[0074] As a result, even if the battery 101 is connected to the charging device 250 after being disconnected from the electric vehicle 100, the charging device 250 does not start charging the battery 101 until a specific time has elapsed. As a result, the charging device 250 can suppress deterioration of the battery 101.

[0075] (4) As shown in Fig. 2, battery 101 may be provided with a timer that measures the remaining time of a specific time. As shown in Fig. 3 and Fig. 5, charging of the battery may not be started (for example, steps S111 to S123 in Fig. 3, steps S111A to S123 in Fig. 5) until the remaining time measured by timer 23 becomes less than a predetermined time (for example, 0).

[0076] As a result, even if the battery 101 is connected to the charging device 250 after being disconnected from the electric vehicle 100, charging of the battery 101 does not start until the remaining time of the specific time measured by the timer 23 becomes less than a predetermined time (which may be 0 or another value such as a relatively small value, for example). As a result, the timer 23 can suppress deterioration of the battery 101.

[0077] (5) As shown in Figures 1 and 2, electric vehicle 100 is a vehicle that can mount battery 101. As shown in Figures 1 and 2, electric vehicle 100 is provided with communicator 17 that transmits the remaining time measured by timer 23 to a server (which may be charging device 250 itself or another server, for example) that can communicate with charging device 250 that charges battery 101 removed from electric vehicle 100.

[0078] This makes it possible to provide an electric vehicle 100 that can suppress deterioration of the battery 101.

[0079] (6) As shown in Figures 1 and 2, charging device 250 is a device that charges replaceable battery 101 for driving electric vehicle 100. As shown in Figures 3 to 5, charging of battery 101 does not start until a specific time (e.g., a cancellation time, a certain time) has elapsed since battery 101 was disconnected from electric vehicle 100 and then connected to charging device 250 (e.g., steps S111 to S123 in Figure 3, steps S111 to S123A in Figure 4, and steps S111A to S123 in Figure 5).

[0080] The embodiments disclosed herein should be considered to be illustrative in all respects and not restrictive. The scope of the present disclosure is defined by the claims, not by the description of the above embodiments, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0081] 1 battery exchange system, 10 vehicle body, 11 vehicle drive unit, 11a MG, 11b inverter, 12 SMR, 13 auxiliary battery, 14 DC / DC converter, 15 relay, 16 ECU, 17 communication device, 18 HMI device, 18a display unit, 18b input unit, 19A, 19B terminal, 21 battery, 23 timer, 100 electric vehicle, 101, 201 battery, 200 battery exchange station, 200a battery exchange station main body, 200b storage, 202 entrance / exit, 203 vehicle stopping area, 210 control device, 211 processor, 212 memory, 213 communication unit, 230 drive unit, 231 battery mounting platform, 232 lifting unit, 232a lifting bar, 233 transport unit, 240 temporary storage area, 250 charging equipment, 300 mobile devices;

Claims

1. A replaceable battery for driving a vehicle, A battery that does not begin charging until a specified time has elapsed since the battery was connected to a charging device after being disconnected from the vehicle.

2. 2. The battery according to claim 1, wherein the specific time is the time until high-rate degradation, which is a state in which the internal resistance of the battery increases due to an imbalance in the concentration distribution of lithium ions in the electrolyte of the battery caused by charging and discharging, including charging and discharging that exceeds a predetermined current value when the battery is connected to the vehicle, is resolved.

3. 2. The battery according to claim 1, wherein the charging device does not start charging the battery even if the battery is connected until the specific time has elapsed.

4. a timer for measuring the remaining time of the specific time; 2. The battery of claim 1, wherein charging of the battery is not initiated until the remaining time measured by the timer becomes less than a predetermined time.

5. A vehicle capable of mounting the battery according to claim 4, a communication unit that transmits the remaining time measured by the timer to a server that can communicate with the charging device that charges the battery removed from the vehicle;

Images