EV management system

Abstract

To provide an EV management system capable of surely conducting an EV management in consideration of a vehicle activation and a V2X activation of an EV.SOLUTION: An EV management system 1 comprises: an information acquisition part that acquires information on a utilization history of an EV 13 on which a battery is mounted and information relating to a battery deterioration level based on an actual measurement value; an assurance characteristic estimation part 21 that estimates the battery deterioration level when the EV 13 reaches the life of a vehicle previously set on the basis of the information on the battery deterioration level; an activation residual calculation part 25 that calculates a vehicle life reach residual capacity that is a charging and discharging capacity that the EV 13 reaches the life of the vehicle, and a whole life residual capacity that is the charging and discharging capacity until a battery 19 reaches the life of the battery on the basis of an estimation result by the assurance characteristic estimation part 21, and performs a calculation of the residual capacity of the battery 19 in the case where the whole life residual capacity is larger than the vehicle life reach residual capacity; and an output part 27 that outputs a residual capacity of the battery 19 being a calculation result by the activation residual calculation part 25 as an activation residual.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to an EV management system that manages electric vehicles (EV) to enable them to be used for multiple purposes. [Background technology]

[0002] In recent years, efforts to realize a decarbonized society have been made to introduce renewable energy sources such as solar power and wind power. However, because renewable energy sources are dependent on weather and other factors, there is a risk that the planned amount of power generation cannot be met due to bad weather, or in other words, if supply does not meet demand, there is a risk of power outages and other problems.

[0003] As countermeasures, various methods are being considered, such as improving the accuracy of power generation forecasts, compensating for shortfalls through other forms of power generation such as thermal power generation, and providing demand response (DR) through adjustable consumer equipment such as air conditioning, lighting, and battery storage facilities. In particular, among the storage battery facilities that act as DR adjustment devices, there are high expectations for their use in Vehicle to Grid (V2G) for electric vehicles (EVs).

[0004] Patent Document 1 discloses a technology for making effective use of batteries mounted on an electric vehicle. The information processing method according to Patent Document 1 acquires first data relating to the load on the body of the electric vehicle, acquires second data relating to the operation of the battery mounted on the vehicle, calculates the remaining lifespan of the vehicle based on the first data, calculates the remaining lifespan of the battery based on the second data, compares the remaining lifespan of the vehicle with the remaining lifespan of the battery, and if the remaining lifespan of the vehicle is shorter than the remaining lifespan of the battery, instructs the vehicle to at least one of activate an unused function out of multiple functions that use power and improve the performance of a function that is in use.

[0005] According to the information processing method disclosed in Patent Document 1, the remaining life of the battery mounted on the mobile body is made to approach the remaining life of the vehicle body of the mobile body, thereby making it possible to effectively utilize the battery without waste. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] Japanese Patent Publication No. 2022-15038 Summary of the Invention [Problem to be solved by the invention]

[0007] However, the battery utilization technology disclosed in Patent Document 1 does not disclose or suggest the use of EVs for multiple purposes, including V2G. Therefore, the battery utilization technology disclosed in Patent Document 1 does not allow for the use of EVs for multiple purposes, including V2G.

[0008] The present invention has been made in consideration of the above-mentioned circumstances, and aims to provide an EV management system that enables EVs to be used for multiple purposes, including V2G. [Means for solving the problem]

[0009] In order to solve the above problems, the EV management system of the present invention comprises an information acquisition unit that acquires information related to the operation history of an electric vehicle (EV) equipped with a battery and information related to a battery degradation level based on actual measurements; an estimation unit that estimates the battery degradation level when the EV reaches a preset vehicle lifespan based on the information related to the EV's operation history and the information related to the battery degradation level; a calculation unit that calculates a vehicle life remaining capacity, which is the charge / discharge capacity until the EV reaches the vehicle lifespan, and a lifetime remaining capacity, which is the charge / discharge capacity until the battery reaches the battery lifespan, based on the estimation result by the estimation unit, and calculates the remaining lifetime capacity of the battery if the remaining lifetime capacity is greater than the vehicle lifespan remaining capacity; and an output unit that outputs the remaining capacity of the battery calculated by the calculation unit as a utilization remaining capacity. The estimation unit estimates a guaranteed deterioration characteristic that matches the vehicle lifespan and battery lifespan of the EV, and the calculation unit determines, based on the guaranteed deterioration characteristic, that the battery's remaining capacity is a usable capacity when the battery lifespan of the EV exceeds the vehicle lifespan, while determining that the battery's remaining capacity is not a usable capacity when the battery lifespan of the EV is equal to or shorter than the vehicle lifespan. This is its most important feature. [Effects of the Invention]

[0010] According to the present invention, it is possible to calculate the available capacity of an EV, which is the remaining battery capacity, within a range that does not affect the vehicle lifespan, thereby enabling accurate EV management that takes into account the vehicle utilization of the EV and the utilization of V2X. [Brief explanation of the drawings]

[0011] [Figure 1] FIG. 1 is a diagram illustrating the configuration of an EV management system including an EV management device and an EV. [Figure 2] FIG. 2 is a functional block diagram illustrating an internal configuration of the EV management device. [Figure 3] FIG. 10 is a flowchart illustrating the operation of the EV management device. [Figure 4] FIG. 10 is an explanatory diagram comparing the relationship between the guaranteed degradation characteristic line and the degree of battery degradation for a number of EVs, with elapsed time as the horizontal axis. [Figure 5] FIG. 10 is an explanatory diagram comparing the relationship between the guaranteed degradation characteristic line and the degree of battery degradation for a number of EVs, with the horizontal axis representing the distance traveled. [Figure 6] FIG. 4 is an explanatory diagram showing the transition of the degree of battery deterioration with respect to the charge / discharge capacity. [Figure 7] 10A and 10B are diagrams illustrating examples of display of an indicator provided on an output unit of the EV management device. [Figure 8] This is a diagram showing the configuration of an EV management system that utilizes a deterioration prediction unit. [Figure 9] FIG. 10 is a diagram illustrating a data structure of a storage deterioration prediction DB. [Figure 10] FIG. 2 is a diagram illustrating a data structure of a cycle deterioration prediction DB. [Figure 11] FIG. 10 is a flowchart showing the process flow for calculating the remaining V2G utilization capacity when the EV operation history is short. [Figure 12] FIG. 10 is a flowchart showing the flow of processing when priorities are selected by referring to the guaranteed deterioration characteristics and the mileages of multiple EVs to be managed. [Figure 13] FIG. 1 is an explanatory diagram showing the guaranteed deterioration characteristic line, the degree of battery deterioration of each of a plurality of EVs, comparison with elapsed time, and the concept of calculating intervals. DETAILED DESCRIPTION OF THE INVENTION

[0012] Hereinafter, several embodiments of the present invention will be described with reference to the drawings as appropriate. The following description shows an embodiment of the present invention, and the present invention is not limited to these descriptions. In the drawings for explaining the present invention, the same reference numerals are used to designate parts having the same functions, and repeated description thereof may be omitted.

[0013] The present invention discloses an EV management system 1 that can utilize an electric vehicle (EV) 13 for multiple purposes, including adjusting power supply and demand related to V2G. The EV management system 1 plays a role in optimally performing energy management in, for example, a factory or office that manages multiple commercial vehicles (EVs 13). The EV management system 1 calculates the remaining vehicle life capacity, which is the charge / discharge capacity until the EV 13 reaches the end of its vehicle life (set based on elapsed time and mileage), and the remaining lifetime capacity, which is the charge / discharge capacity until the battery 19 (see Figure 2) reaches the end of its battery life.If the remaining lifetime capacity is greater than the remaining vehicle life capacity, the excess capacity of the EV 13 (= remaining lifetime capacity - remaining vehicle life capacity) is used as a utilization reserve for adjusting power supply and demand for V2G.The excess capacity of the EV 13 may also be used as a utilization reserve for V2X (Vehicle to Everything communication), which has a broader range of application than V2G (Vehicle to Grid). This makes it possible to adjust the balance of power supply and demand between regions, for example, by using the surplus capacity of EV13.

[0014] [Embodiment 1] In the first embodiment, an example in which the EV management system 1 calculates the available utilization capacity of the EVs 13 will be described. Fig. 1 is a configuration diagram of an EV management system 1 including an EV management device 11 and an EV 13. Fig. 2 is a functional block diagram showing the internal configuration of EV management device 11. Fig. 3 is a flowchart explaining the operation of EV management device 11.

[0015] As shown in Figures 1 and 2, the EV management system 1 is configured to include an EV management device 11, multiple electric vehicles EV13 placed in a space such as a business parking lot, and multiple chargers 17 that can charge and discharge electricity from a power grid 15. EV management device 11 has a function of acquiring and managing information about multiple EVs 13 and multiple chargers 17. The internal configuration of EV management device 11 will be described in detail later.

[0016] In the example shown in FIG. 1, one charger 17 is connected to each EV 13, but multiple EVs 13 may be connected to one charger 17. EV management device 11 acquires various information with charger 17, for example, via CAN communication. As long as information can be acquired from EVs 13 via IoT, any method is acceptable. With this configuration, EV management device 11 can acquire and manage information on multiple EVs 13.

[0017] As shown in FIG. 2, EV management device 11 includes guaranteed characteristic estimation unit 21 (corresponding to the "information acquisition unit" and "estimation unit" of the present invention), lifespan determination unit 23 (corresponding to part of the "information acquisition unit" of the present invention), available utilization capacity calculation unit 25 (corresponding to the "calculation unit" of the present invention), and output unit 27.

[0018] The lifespan determination unit 23 of the EV management device 11 acquires information on the EV operation history and battery deterioration level (SOH: an index that indicates the health and deterioration state of the battery 19) via the EV 13 or the charger 17. The EV operation history includes, for example, the elapsed time and mileage up to the present time, the average battery temperature, and the average state of charge (SOC). The value of SOH may be acquired from the EV 13 side, or may be measured by the charger 17 side from the behavior of current and voltage during charging or discharging, the behavior of input / output power, and SOC. Furthermore, the lifespan determination unit 23 of the EV management device 11 acquires information on the amount of charged and discharged electric energy (unit: kWh, sometimes called charge and discharge capacity) via the charger 17 as the V2G utilization history.

[0019] The guaranteed characteristics estimation unit 21 (corresponding to a part of the "information acquisition unit" of the present invention) of the EV management device 11 inputs and sets the elapsed time and mileage as the vehicle lifespan. In this embodiment, the elapsed time and mileage guaranteed by the vehicle manufacturer are treated as the vehicle lifespan. Specifically, for example, the vehicle lifespan is calculated as 8 years of warranty and 160,000 km of warranty mileage. The lifespan of the battery 19 is set to a capacity maintenance rate (SOHQ: a sub-concept of battery deterioration level) of 60%.

[0020] In the description of the embodiments of the present invention, the battery deterioration level (SOH) and the capacity retention rate (SOHQ) are used as indicators representing the deterioration state of the battery 19. However, it should be noted that these concepts (SOH·SOHQ) may be collectively referred to as the "battery deterioration level."

[0021] Here, we will explain the deterioration equations used by the EV management device 11. Battery 19 undergoes storage deterioration that occurs during storage and cycle deterioration that occurs depending on the number of charge / discharge cycles. In this first embodiment, the following equations (1), (2), and (3) are used to estimate deterioration. Capacity loss rate due to storage degradation = Storage degradation coefficient (based on average battery temperature and average SOC) × √ Elapsed time (1) Capacity loss rate due to cycle degradation = Cycle degradation coefficient (based on average battery temperature) x Charge / Discharge capacity (kWh) (2) Capacity retention rate: SOHQ = 100 - capacity loss rate due to storage deterioration - capacity loss rate due to cycle deterioration (3)

[0022] The capacity degradation rate due to storage degradation is calculated using equation (1). Storage degradation generally occurs due to the formation of an inactive layer (Solid-Electrolyte-Interface: SEI) on the surface of the negative electrode inside the battery over time. Therefore, it is set using the √ law, which is proportional to the √ of the elapsed time. The storage deterioration coefficient is a coefficient that changes with the average battery temperature and the average SOC as parameters. In the first embodiment, this storage deterioration coefficient is set in advance by a deterioration test of the battery 19 at the time of design.

[0023] Similarly, the rate of capacity decrease due to cycle deterioration is calculated using equation (2). Unlike storage degradation, cycle degradation is not chemically accelerated, but is primarily mechanically induced by expansion and contraction during charging and discharging. Therefore, it does not necessarily follow the square root rule. In the first embodiment, this is a one-time formula based on charge / discharge capacity (kWh). The cycle degradation coefficient is a coefficient that varies with the average temperature as a parameter. This cycle degradation coefficient is also set in advance through degradation testing of the battery 19 at the time of design.

[0024] The predicted value of the capacity maintenance rate of the current battery 19 is calculated by the formula (3). The guaranteed characteristic estimation unit 21 of the EV management device 11 estimates the guaranteed deterioration characteristic line of the battery 19 using a preset vehicle lifespan and the deterioration formulas (1) to (3). The guaranteed deterioration characteristic line is a characteristic line that is referenced as the basis for determining, using the deterioration formulas described below, what SOH (battery deterioration level) is required to satisfy the warranty given the current elapsed time and mileage. The guaranteed deterioration characteristic line includes the concept of "remaining lifetime capacity" of the present invention.

[0025] In the first embodiment, the criteria for determining the available utilization capacity of the EV 13 are defined using a new concept called guaranteed degradation characteristics, so that the available utilization capacity of the EV 13 can be grasped easily and with high accuracy.

[0026] In this embodiment, the vehicle is under manufacturer's warranty, but if the vehicle is not privately owned but is leased or used for sharing (EV13), it is possible that depreciation may be completed even within the manufacturer's warranty period. For this reason, any elapsed time and mileage can be input and set as the vehicle lifespan.

[0027] The guaranteed characteristic estimation unit 21 adjusts the coefficients by assuming the following equations (4) to (6). Capacity loss rate due to storage deterioration = Storage deterioration coefficient (battery temperature · average charge rate 100%) × √ vehicle life time (4) Capacity reduction rate due to cycle deterioration = Cycle deterioration coefficient (battery temperature) x Charge / discharge capacity over vehicle life (kWh) (5) Battery life capacity retention rate = 100 - capacity loss rate due to storage deterioration - capacity loss rate due to cycle deterioration (6)

[0028] First, in equation (4), the elapsed time of the vehicle life: 8 years is entered, the average SOC is set to 100%, and only the battery temperature is used as a variable. The average SOC is set to 100% because EV13s are often stored with a high SOC value.

[0029] Furthermore, the charge / discharge capacity (kWh) until the end of the vehicle's life is calculated from the average electricity consumption of the EV13 using equation (5), with only the battery temperature as a variable. For example, if the average electricity consumption is 10 km / kWh, the charge / discharge capacity until the vehicle reaches its end of life (corresponding to the "remaining capacity at the end of vehicle life" in this invention) is calculated as 160,000 km ÷ 10 km / kWh × 2 (taking into account charging and discharging), which is 32,000 kWh.

[0030] In equation (6), the left side is calculated assuming a battery life capacity retention rate of 60%, and the storage deterioration coefficient and cycle deterioration coefficient are adjusted using battery temperature as a variable to fit a value that results in an SOHQ of 60%. This makes it possible to calculate the guaranteed deterioration characteristic line that satisfies the vehicle lifespan.

[0031] The lifespan determination unit 23 of the EV management device 11 compares the current SOH value with the guaranteed deterioration characteristic line, as will be described with reference to FIGS. Figure 4 is an explanatory diagram comparing the relationship between the warranty degradation characteristic line and the SOH (battery degradation level) of multiple EVs 13, with the horizontal axis representing elapsed time. Figure 5 is an explanatory diagram comparing the relationship between the warranty degradation characteristic line and the SOH (battery degradation level) of multiple EVs 13, with the horizontal axis representing distance traveled. In FIGS. 4 and 5, vehicles A to D are a plurality of vehicles (EV13) of the same model but with different elapsed times and travel distances.

[0032] The lifespan determination unit 23 compares the relationship between the current SOH and the guaranteed degradation characteristic line for each of the vehicles A to D, and determines whether the relationship SOH value < guaranteed degradation characteristic line holds. If the relationship SOH value < guaranteed degradation characteristic line holds, there is a risk that the battery life will end before the vehicle life. In this case, it is not permitted to use V2G for the vehicle (EV 13). In addition, when the relationship SOH value < guaranteed deterioration characteristic line holds for either the vehicle life elapsed time or the vehicle life charge / discharge capacity (kWh), the life judgment unit 23 assumes that the battery life will be reached before the vehicle life, and sets the V2G utilization remaining capacity of the corresponding battery 19 to 0.

[0033] In the examples shown in Figures 4 and 5, vehicles B and C are subject to NG (reserved utilization capacity = 0). For example, the battery deterioration level (SOHQ) of vehicle C exceeds the guaranteed deterioration characteristic line in terms of elapsed time, but is below the guaranteed deterioration characteristic line in terms of charge / discharge capacity (kWh) according to mileage. For this reason, there is a risk that the guarantee will not be met, so the V2G utilization capacity is set to 0.

[0034] On the other hand, if the relationship of SOH value => guaranteed deterioration characteristic line holds, the vehicle life will be reached before the battery life under current usage, and therefore the battery 19 is considered to have some available capacity. In this case, the available capacity calculation unit 25 calculates the available capacity related to the EV 13 (battery 19). Even if the vehicle lifespan has already been met, that is, if it has met either 8 years or 160,000 km, the vehicle (EV13) is already waiting to be disposed of, so there is no problem in utilizing the vehicle as battery 19.

[0035] In the examples shown in FIGS. 4 and 5, vehicles B and C are OK targets (have available utilization capacity). As for vehicle D, the mileage exceeds the guaranteed mileage (vehicle life mileage), and therefore the vehicle meets the requirements.

[0036] The available capacity calculation unit 25 calculates the remaining charge / discharge capacity (kWh) of the battery 19 when the vehicle life and the battery life are reached using the battery deterioration formula. For this purpose, the following formulas (7) to (9) are established by utilizing formulas (1) to (3). Capacity loss rate due to storage deterioration = Storage deterioration coefficient (average battery temperature · average SOC) × √ vehicle life time (7) Capacity reduction rate due to cycle deterioration = Cycle deterioration coefficient (average battery temperature) × (charge / discharge capacity until vehicle life is reached (kWh) + remaining charge / discharge capacity (kWh)) (8) Battery life capacity retention rate = 100 - capacity loss rate due to storage deterioration - capacity loss rate due to cycle deterioration (9)

[0037] In equation (7), a deterioration coefficient is calculated based on the battery temperature and average SOC obtained via EV13, and the capacity decrease rate when the vehicle life elapses is calculated. In equation (8), the capacity decrease rate is calculated based on the sum of the charge / discharge capacity (kWh) converted based on the battery temperature and mileage obtained via EV13, and the current charge / discharge capacity (kWh), which is the sum of the V2G utilization amount, and the remaining charge / discharge capacity (kWh).

[0038] Equation (9) calculates the remaining charge / discharge capacity (kWh), which is the capacity maintenance rate for the battery life. This is illustrated in Figure 6. Figure 6 is an explanatory diagram showing the transition of the battery degradation level relative to the charge / discharge capacity. The solid line in Fig. 6 shows the guaranteed deterioration characteristic line before correction when the remaining charge / discharge capacity (kWh) is 0, that is, when the target vehicle / battery is driven in its current state (deterioration coefficient) until it reaches the elapsed time and mileage that define the vehicle lifespan. On the other hand, the dotted line in Figure 6 shows the corrected guaranteed degradation characteristic line to which the remaining charge / discharge capacity (kWh), which is the capacity maintenance rate over the battery life, has been added. The difference between these lines on the horizontal axis is the remaining charge / discharge capacity (kWh). For vehicle D, which has exceeded its vehicle lifespan, the guaranteed degradation characteristic line represents the guaranteed degradation characteristic line up to the present, and the corrected guaranteed degradation characteristic line is calculated simply by adding the remaining charge / discharge capacity (kWh) to equation (8). Since the vehicle lifespan elapsed time and the charge / discharge capacity (kWh) until the vehicle lifespan is reached have already been exceeded, the current values ​​are input and used for calculation. With this configuration, it is possible to expect the effect of making efficient use of EV 13 that has reached the end of its vehicle life.

[0039] As shown in Fig. 7, output unit 27 of EV management device 11 displays the remaining V2G utilization capacity on indicator 29. Fig. 7 is a diagram showing an example of the display of indicator 29 provided on output unit 27 of EV management device 11. In addition to displaying the remaining V2G utilization capacity on indicator 29, output unit 27 may also output the remaining V2G utilization capacity to a higher-level controller such as an XEMS. As shown in Figure 7, the EV management device 11 manages each vehicle number information in association with the number of years in operation, mileage, SOHQ information, and V2G utilization capacity, thereby making it possible to promote the use of V2G for the relevant vehicle (EV13) that has exceeded its lifespan. In addition, by displaying the available capacity related to the required EV13, it is possible to expect the effect of appropriately managing the available capacity.

[0040] Next, the operation of the EV management device 11 according to the first embodiment will be described with reference to FIG. In step S1 shown in FIG. 3, the EV management device 11 acquires information on the EV operation history, the battery state of health (SOH), and the V2G utilization history.

[0041] In step S2, lifespan determination unit 23 of EV management device 11 compares the current SOH value with the guaranteed degradation characteristic line.

[0042] In step S3, lifespan determination unit 23 of EV management device 11 determines whether the current SOH value is equal to or greater than the guaranteed degradation characteristic. If the result of the determination in step S3 is that the current SOH value is less than the guaranteed degradation characteristic, that is, if the relationship SOH value<guaranteed degradation characteristic line holds, EV management unit 11 proceeds to step S4. On the other hand, if the result of the determination in step S3 is that the current SOH value is equal to or greater than the guaranteed degradation characteristic, that is, if the relationship SOH value => guaranteed degradation characteristic line holds, EV management device 11 proceeds to step S5.

[0043] In step S3, lifespan determination unit 23 of EV management device 11 may be configured to determine whether the current SOH value is equal to or greater than the guaranteed deterioration characteristic or exceeds the vehicle lifespan. In this case, if the result of the determination in step S3 is that the current SOH value is less than the guaranteed deterioration characteristic and is equal to or less than the vehicle lifespan, EV management device 11 advances the process to step S4. On the other hand, if the current SOH value is equal to or greater than the guaranteed deterioration characteristic or exceeds the vehicle lifespan (either one of these is satisfied), EV management device 11 advances the process to step S5.

[0044] In step S4, the output unit 27 of the EV management device 11 outputs information indicating that the V2G utilization capacity is 0 (no V2G utilization capacity is available).

[0045] In step S5, available capacity calculation unit 25 of EV management device 11 calculates the remaining charge / discharge capacity (kWh) of battery 19 using the battery deterioration formula described above.

[0046] In step S6, the output unit 27 of the EV management device 11 outputs information indicating that the remaining capacity for V2G utilization is equal to the remaining charge / discharge capacity of the battery, which is 0 (there is remaining capacity for V2G utilization). Thereafter, the EV management device 11 ends the series of processing steps.

[0047] [Embodiment 2] In the second embodiment, a method for correcting the deterioration formula itself from actual measured values ​​will be described. In the first embodiment, the deterioration formulas (1) to (3) are fixed at the design stage, but they may be corrected in consideration of the driving environment of the actual vehicle (EV13). This will be explained below. If the deterioration formula remains unchanged from formulas (1) to (3), the storage deterioration coefficient and cycle deterioration coefficient are parameters that require prior design. These coefficients may differ from the results of prior deterioration tests under actual charge / discharge test conditions. For this reason, it is effective to calculate these coefficients, for example, from statistical data analysis in terms of improving accuracy.

[0048] This configuration is shown in Figure 8. Figure 8 is a diagram showing the configuration of an EV management system 1 that utilizes a deterioration prediction unit 200. The EV management system 1 shown in FIG. 8 has the same basic components as those in FIG. 1, but has an additional component in which the EV management device 11 communicates with a deterioration prediction unit 200. The deterioration prediction unit 200 is configured to include a storage deterioration prediction DB 201 and a cycle deterioration prediction DB 202. In practice, the deterioration prediction unit 200 is preferably implemented in a cloud or a large server machine.

[0049] The configuration of the storage deterioration prediction DB 201 is shown in Fig. 9. Fig. 9 is a diagram showing the data structure of the storage deterioration prediction DB. Regarding the above-mentioned formula (1) showing storage deterioration, the rate of capacity loss due to storage deterioration can be calculated from the average SOC, average temperature, and time.

[0050] Therefore, by aggregating information on the average SOC, average temperature, time, and rate of capacity loss due to storage degradation for each of a plurality of vehicles into the storage degradation prediction DB 201, it is possible to calculate the storage degradation coefficient through processing such as machine learning. In this case, it is difficult to distinguish the rate of capacity loss due to storage degradation from the rate of capacity loss due to cycle degradation.

[0051] When utilizing the storage deterioration prediction DB 201, it is important to separate these at the time of input. For this reason, for example, accuracy can be improved by extracting only the rest periods during which the vehicle was not driven but only stored and inputting this into the storage deterioration prediction DB 201.

[0052] 10 shows the configuration of the cycle deterioration prediction DB 202. FIG. Regarding the above-mentioned formula (2) which indicates cycle deterioration, the rate of capacity decrease due to cycle deterioration can be calculated from the average temperature, the travel distance, and the amount of V2G utilization.

[0053] Therefore, by aggregating information on the average temperature, mileage, V2G utilization amount, and capacity loss rate due to cycle degradation for each of a plurality of vehicles in the cycle degradation prediction DB 202, it is possible to calculate the cycle degradation coefficient by processing such as machine learning. In this case, it is difficult to distinguish the capacity loss rate due to cycle degradation from the capacity loss rate due to storage degradation.

[0054] When utilizing the cycle degradation prediction DB 202, it is important to separate these factors at the time of input. For this reason, for example, accuracy can be improved by limiting the data to only busy operating periods when there was a lot of mileage or V2G use, subtracting the capacity reduction rate due to storage deterioration in the relevant busy section, and extracting only the capacity reduction rate due to cycle deterioration, and inputting this data into the cycle degradation prediction DB 202.

[0055] In the second embodiment, the storage deterioration coefficient and cycle deterioration coefficient calculated with reference to the deterioration prediction unit 200 are used to calculate the remaining battery charge / discharge capacity (kWh) based on the guaranteed deterioration characteristic line and the battery deterioration equation, as in the first embodiment. According to the EV management system 1 of the second embodiment, the deterioration prediction formula is corrected using information on the EV operation history and battery deterioration level of each of the multiple EVs 13, which is expected to improve the accuracy of the available utilization capacity of the EVs 13.

[0056] [Embodiment 3] In the third embodiment, a description will be given of changes to the processing shown in the first embodiment for a vehicle (EV13) with a short usage history, that is, a vehicle with a short elapsed time and mileage. When the elapsed time or mileage is short, deterioration is not progressing, and there is still room for utilization by V2G. Also, it is difficult to grasp the progression of deterioration until a certain amount of time has passed. This reduces the accuracy of deterioration prediction. Therefore, when degradation is not progressing, it is desirable to utilize fixed values ​​determined at the time of design without performing the estimation process as shown in the first embodiment.

[0057] The operation of the EV management system 1 according to the third embodiment will be described with reference to FIG. FIG. 11 is a flowchart showing the process flow when calculating the remaining V2G utilization capacity when the EV operation history is short.

[0058] In step S1 shown in FIG. 3, the EV management device 11 acquires information on the EV operation history, the battery state of health (SOH), and the V2G utilization history.

[0059] In step S100 shown in FIG. 11, the EV management device 11 determines whether the EV operation history is less than a preset threshold value. The EV operation history may be, for example, the number of years of operation or the distance traveled. The preset threshold may be set appropriately to a value that indicates that the EV operation history is short, such as one year of operation or 20,000 km. If the result of the determination in step S100 is that the EV operation history is equal to or greater than a preset threshold, that is, if the EV operation history is not very short, the EV management device 11 proceeds to step S2 (normal processing) in FIG. 3. On the other hand, if the result of the determination in step S100 is that the EV operation history is less than the preset threshold, that is, if the EV operation history is short, the EV management device 11 advances the process to step S101 (exception processing).

[0060] In step S100, the available capacity calculation unit 25 of the EV management device 11 calculates the available V2G capacity using the following formula (9). V2G utilization capacity = Initial V2G utilization capacity - V2G utilization capacity (9)

[0061] The initial V2G utilization capacity is the capacity allowed for V2G utilization set at the time of design. This value can be changed to any value as needed at the time of design. The V2G utilization amount is the charge / discharge capacity (kWh) of EV13 when it has implemented V2G up to now. In such a situation where the operating history is short, the deterioration progress is small, and prediction accuracy cannot be maintained, exceptional processing is performed as shown in equation (9). The EV management system 1 according to the third embodiment can promote V2G utilization for EVs 13 with a short EV operation history in an undegraded state that is unlikely to affect the vehicle lifespan.

[0062] [Embodiment 4] In the fourth embodiment, a method will be described in which, in a case where there are a plurality of vehicles (EVs 13) to be managed, the EV management device 11 selects a priority among the plurality of EVs 13 when utilizing V2G.

[0063] As a premise, even if the V2G utilization capacity is calculated using each of the methods of embodiments 1 to 3, in a case where there are multiple EVs 13 to be managed, for example, when the supply and demand adjustment capacity of one EV is required, it is difficult to accurately determine which EV 13 should be used preferentially, taking into account economic requirements, etc.

[0064] This is because, in cases where there are multiple EVs 13 to be managed, even if there is an EV with a short operating history and therefore a large amount of available capacity, if there is a vehicle (EV 13) that is nearing the end of its lifespan and is scheduled to be scrapped, it may be economically advantageous to prioritize the latter.

[0065] To solve these problems, the EV management system 1 of the fourth embodiment discloses a novel method for selecting priorities when the EV management device 11 utilizes V2G in a case where there are multiple EVs 13 to be managed.

[0066] 12 is a flowchart showing the process flow for determining priorities based on the guaranteed deterioration characteristics and the mileage of multiple managed EVs 13. The process shown in FIG. 12 is performed after step S6 shown in FIG. 3.

[0067] In step S200 shown in FIG. 12, the EV management device 11 calculates the guaranteed deterioration characteristic line and intervals of the battery deterioration level for each vehicle (EV 13) to be managed. This will be explained with reference to Fig. 13. Fig. 13 plots the battery deterioration levels and years of operation of four other vehicles (EV13) on the same graph as Fig. 4.

[0068] The "intervals" mentioned in S200 refer to vehicle E interval 300, vehicle F interval 301, and vehicle G interval 302, as shown in Fig. 13. These intervals correspond to the length of the shortest path connecting the plot position of each vehicle (EV13) and the guaranteed degradation characteristic line. The larger this interval, the more available capacity there is for the guaranteed degradation characteristic line. Therefore, among the multiple EVs 13 to be managed, the vehicle (EV 13) with the larger distance between them is preferentially selected as the target for V2G utilization. This makes it possible to appropriately select the EV 13 to be the target for V2G utilization.

[0069] Vehicle H shown in Figure 13 has exceeded its service life but is still operable (still has room for utilization). However, since vehicle H is close to being scrapped, its effective utilization should be given top priority. Therefore, in step S201, the EV management device 11 determines the vehicle (EV 13) with the highest priority in the order of vehicle lifespan or longer and longest interval.

[0070] Therefore, according to the invention of embodiment 4, in a case where there are multiple EVs 13 to be managed, the EV management device 11 selects the EVs to be used for V2G in the order of priority, namely, vehicle lifespan or longer and distance traveled. Therefore, V2G can be used for vehicle H, vehicle E, vehicle F, and vehicle G in that order, thereby further improving economy and convenience. In the fourth embodiment, as shown in FIG. 13, an example has been described in which the horizontal axis represents elapsed time. However, similar processing may be performed using a graph in which the horizontal axis represents travel distance, as shown in FIG. 5. According to the EV management system 1 of the fourth embodiment, even in a case where there are multiple EVs 13 to be managed, it is possible to expect the effect of selecting an appropriate EV 13.

[0071] [Extended embodiments] Each of the multiple embodiments of the present invention has been described in detail to clearly explain the present invention, and is not necessarily limited to having all of the described configurations. Furthermore, it is possible to add, delete, or replace some of the configurations of the embodiments with other configurations. Furthermore, the configurations described above are those considered necessary for explanation, and do not necessarily represent all of the configurations required for the product. [Explanation of symbols]

[0072] 1 EV management system 11 EV management device 13 EV 15 Power system 17 Charger 19 Batteries 21 Guaranteed characteristics estimation unit (information acquisition unit and estimation unit) 23 Lifespan judgment unit (information acquisition unit) 25 Utilization reserve calculation unit (calculation unit) 27 Output section 29 Indicators 200 Deterioration Prediction Department 201 Storage Deterioration Prediction DB 202 Cycle Degradation Prediction DB 300 Vehicle E interval 301 Vehicle F interval 302 Vehicle G interval

Claims

1. an information acquisition unit that acquires information related to the operation history of an EV equipped with the battery and information related to the degree of battery deterioration based on actual measurement values; an estimation unit that estimates a battery degradation level when the EV reaches a predetermined vehicle life based on information related to an operation history of the EV and information related to the battery degradation level; a calculation unit that calculates a vehicle life remaining capacity, which is the charge / discharge capacity of the EV until it reaches the vehicle life, and a lifetime remaining capacity, which is the charge / discharge capacity of the battery until it reaches the battery life, based on the estimation result by the estimation unit, and calculates a spare capacity of the battery when the lifetime remaining capacity is greater than the vehicle life remaining capacity; an output unit that outputs the remaining capacity of the battery, which is the calculation result of the calculation unit, as a usable remaining capacity; the estimation unit estimates a guaranteed deterioration characteristic that matches a vehicle lifespan and a battery lifespan of the EV; The calculation unit determines the battery's remaining capacity as a usable capacity when the battery life of the EV exceeds the vehicle life based on the guaranteed deterioration characteristics, and determines that the battery has no usable capacity when the battery life of the EV is equal to or shorter than the vehicle life. An EV management system characterized by:

2. An EV management system according to claim 1, The remaining capacity of the battery will be utilized for V2X. An EV management system characterized by:

3. An EV management system according to claim 2, The output unit displays the V2X utilization margin on an indicator. An EV management system characterized by:

4. An information acquisition unit that acquires information related to the operation history of an EV equipped with a battery and information related to the degree of battery deterioration based on actual measured values; an estimation unit that estimates a battery degradation level when the EV reaches a predetermined vehicle life based on information related to an operation history of the EV and information related to the battery degradation level; a calculation unit that calculates a vehicle life remaining capacity, which is the charge / discharge capacity of the EV until it reaches the vehicle life, and a lifetime remaining capacity, which is the charge / discharge capacity of the battery until it reaches the battery life, based on the estimation result by the estimation unit, and calculates a spare capacity of the battery when the lifetime remaining capacity is greater than the vehicle life remaining capacity; an output unit that outputs the remaining capacity of the battery, which is the calculation result of the calculation unit, as a usable remaining capacity; When the EV has been driven for a time or distance that has exceeded a predetermined value as the vehicle lifespan, the remaining capacity of the battery, which is the difference between the remaining lifetime capacity and the current charge / discharge capacity, is regarded as the remaining capacity. An EV management system characterized by:

5. An EV management system according to claim 1, When the EV has been driven for a time or distance that has exceeded a predetermined value as the vehicle lifespan, the remaining capacity of the battery, which is the difference between the remaining lifetime capacity and the current charge / discharge capacity, is regarded as the remaining capacity. An EV management system characterized by:

6. An EV management system according to claim 1, The estimation unit corrects a deterioration prediction formula for predicting a battery deterioration level using operation histories and battery deterioration levels of each of the plurality of EVs. An EV management system characterized by:

7. The EV management system according to claim 6, The deterioration prediction formula is established based on prediction of storage deterioration and cycle deterioration, In predicting the storage deterioration, a deterioration coefficient is determined based on an average SOC, an average temperature, and a capacity decrease rate during a rest period of the EV; In predicting the cycle deterioration, the deterioration coefficient is corrected based on the average temperature, mileage, V2G utilization amount, and capacity decrease rate minus the effects of storage deterioration during the operation period of the EV. An EV management system characterized by:

8. An information acquisition unit that acquires information related to the operation history of an EV equipped with a battery and information related to the degree of battery deterioration based on actual measured values; an estimation unit that estimates a battery degradation level when the EV reaches a predetermined vehicle life based on information related to an operation history of the EV and information related to the battery degradation level; a calculation unit that calculates a vehicle life remaining capacity, which is the charge / discharge capacity of the EV until it reaches the vehicle life, and a lifetime remaining capacity, which is the charge / discharge capacity of the battery until it reaches the battery life, based on the estimation result by the estimation unit, and calculates a spare capacity of the battery when the lifetime remaining capacity is greater than the vehicle life remaining capacity; an output unit that outputs the remaining capacity of the battery, which is the calculation result of the calculation unit, as a usable remaining capacity; When the operation history is less than a predetermined threshold, the estimation unit deems the remaining utilization capacity to be a value obtained by subtracting the capacity utilized for purposes other than the EV up to the present from the initially set usable capacity of the battery that is preset. An EV management system characterized by:

9. An EV management system according to claim 1, Among a plurality of EVs, EVs having a larger gap between the guaranteed deterioration characteristics and the battery deterioration level relative to the operation history of the EV are managed so as to preferentially utilize V2X. An EV management system characterized by:

10. An information acquisition unit that acquires information related to the operation history of an EV equipped with a battery and information related to the degree of battery deterioration based on actual measured values; an estimation unit that estimates a battery degradation level when the EV reaches a predetermined vehicle life based on information related to an operation history of the EV and information related to the battery degradation level; a calculation unit that calculates a vehicle life remaining capacity, which is the charge / discharge capacity of the EV until it reaches the vehicle life, and a lifetime remaining capacity, which is the charge / discharge capacity of the battery until it reaches the battery life, based on the estimation result by the estimation unit, and calculates a spare capacity of the battery when the lifetime remaining capacity is greater than the vehicle life remaining capacity; an output unit that outputs the remaining capacity of the battery, which is the calculation result of the calculation unit, as a usable remaining capacity; Manage EVs by prioritizing V2X utilization for EVs that have exceeded their vehicle lifespan. An EV management system characterized by:

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