Vehicle management method, vehicle management system, and computer system

Abstract

To provide a vehicle management method, a vehicle management system, and a computer system that can confirm whether or not a power storage device mounted in a vehicle is replaced in an unauthorized manner.SOLUTION: A vehicle management method includes: determining whether or not a power storage device (a battery 12) provided in a vehicle 10 is replaced (S21 and S22); and determining whether or not the replacement is performed in an unauthorized manner when it determines that the power storage device is replaced. Then, the determination as to whether or not the replacement is performed in the unauthorized manner includes determining whether or not the replacement is performed at an authorized site (S23).SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present disclosure relates to a vehicle management method, a vehicle management system, and a computer system. [Background technology]

[0002] JP 2010-540907 A (Patent Document 1) discloses that a vehicle equipped with a battery that is not owned by the user (for example, a battery owned by a battery manager) is provided to the user, and that a battery exchange station replaces the battery installed in the vehicle. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Special Publication No. 2010-540907 Summary of the Invention [Problem to be solved by the invention]

[0004] Patent Document 1 does not consider at all the possibility that the battery (electricity storage device) installed in the vehicle may be illegally replaced. In the vehicle management system described in Patent Document 1, if the battery installed in the vehicle is illegally replaced, there is a possibility that the battery owner may suffer losses or the vehicle may no longer operate normally.

[0005] The present disclosure has been made to solve the above-mentioned problems, and its purpose is to provide a vehicle management method, a vehicle management system, and a computer system that can confirm whether a storage device installed in a vehicle has been fraudulently replaced. [Means for solving the problem]

[0006] According to an embodiment of a first aspect of the present disclosure, there is provided a vehicle management method as follows. (Paragraph 1) The vehicle management method includes determining whether a power storage device equipped in a vehicle has been replaced, and, if it is determined that the power storage device has been replaced, determining whether the replacement was made fraudulently. Determining whether the replacement was made fraudulently includes determining whether the replacement was made at a legitimate location.

[0007] If the replacement of the power storage device mounted on the vehicle is not performed at a legitimate location, there is a high possibility that the power storage device mounted on the vehicle has been replaced fraudulently. Therefore, according to the above method, it is possible to accurately confirm whether the power storage device has been replaced fraudulently, based on whether the replacement of the power storage device mounted on the vehicle has been performed at a legitimate location.

[0008] The power storage device may be owned by someone other than the vehicle user. An authorized location is a location where replacement of a power storage device is legally performed. Replacement of a power storage device is permitted at an authorized location. An authorized location may be a location managed by the owner of the power storage device. An authorized location may be, for example, a dealer or a battery exchange station located within the jurisdiction of the owner of the power storage device.

[0009] The vehicle management method described in the above paragraph 1 may have the configuration described in any one of paragraphs 2 to 6 below.

[0010] (Item 2) The vehicle management method according to item 1 further has the following features: Determining whether the power storage device has been replaced includes acquiring data related to the power storage device measured in the vehicle, and determining whether the power storage device has been replaced based on whether the data has become discontinuous; Determining whether the replacement has been fraudulent includes determining whether the replacement has been legitimate based on whether the vehicle's location at the time the data became discontinuous was a legitimate location.

[0011] In the above method, it is determined whether the power storage device has been replaced based on whether data related to the power storage device in the vehicle has become discontinuous. This method makes it easier to accurately determine whether the power storage device has been replaced. Furthermore, according to the above method, it is determined whether the replacement was legitimate based on whether the vehicle's location at the time the data became discontinuous was a legitimate location. This makes it easier to accurately determine whether the replacement was fraudulent.

[0012] The data related to the power storage device may be detected by a sensor mounted on the vehicle. The data related to the power storage device may include at least one of temperature data indicating a change in temperature of the power storage device, current data indicating a change in current of the power storage device, voltage data indicating a change in voltage of the power storage device, and remaining power data indicating a change in remaining power of the power storage device.

[0013] (Item 3) The vehicle management method according to item 2 further has the following features: The data relating to the power storage device includes remaining power data indicating a change in the remaining power of the power storage device. Determining whether the power storage device has been replaced includes determining whether the remaining power data has become discontinuous based on whether the remaining power data includes a time when the remaining power of the power storage device increased by a predetermined amount or more while the power storage device was not being charged.

[0014] Even when the power storage device is not in use, the remaining charge of the power storage device may decrease due to natural discharge. On the other hand, unless the power storage device is replaced, the remaining charge of the power storage device is not expected to increase significantly when the power storage device is not being charged. The above method makes it easier to accurately determine whether the power storage device has been replaced.

[0015] (4) The vehicle management method according to any one of paragraphs 1 to 3 further includes the following feature: if it is determined that the exchange was fraudulent, the vehicle management method further includes performing at least one of recording that the exchange was fraudulent, notifying the user that the exchange was fraudulent, and restricting the use of the vehicle.

[0016] According to the above method, when the power storage device is replaced fraudulently, it is possible to prevent the continued use of the vehicle equipped with the fraudulent power storage device. Note that the process of restricting the use of the vehicle may be a process of prohibiting a predetermined control in the vehicle or a process of restricting the output of the fraudulent power storage device.

[0017] (Item 5) The vehicle management method according to any one of Items 1 to 4 further includes the following feature: when it is determined that the replacement has been fraudulent, the vehicle management method further includes setting an upper limit value that limits the output power of the fraudulent power storage device that has been installed on the vehicle through the fraudulent replacement.

[0018] According to the above method, when a power storage device is replaced fraudulently, it is possible to restrict the use of the fraudulent power storage device. The upper limit value may be fixed or may be variable depending on predetermined parameters (e.g., vehicle type, vehicle location, or outside temperature). For example, the upper limit value when the vehicle has a power source other than the fraudulent power storage device may be smaller than the upper limit value when the vehicle has no power source other than the fraudulent power storage device. If the vehicle has a power source other than the fraudulent power storage device, the vehicle can still move even if the fraudulent power storage device is completely disabled, so the user can drive the vehicle to a legitimate location to replace the fraudulent power storage device.

[0019] (Item 6) The vehicle management method according to any one of Items 1 to 5 further has the following feature: If it is determined that the replacement has been fraudulent, the vehicle management method further includes notifying the user of the vehicle to urge them to replace the fraudulent power storage device that was installed in the vehicle through the fraudulent replacement, and charging the user for the cost of replacing the fraudulent power storage device.

[0020] In the above method, the cost of the fraudulent replacement of the power storage device is charged to the vehicle user who performed the fraudulent replacement, thereby making it possible to deter fraudulent replacement.

[0021] According to one aspect, there is provided a program for causing a computer to execute the vehicle management method according to any one of paragraphs 1 to 6. In another aspect, there is provided a computer device for distributing the program.

[0022] According to an embodiment of a second aspect of the present disclosure, there is provided a computer system as follows.

[0023] (Item 7) The computer system includes one or more processors and one or more storage devices that store a program that causes the one or more processors to execute the vehicle management method described in any one of items 1 to 6.

[0024] According to the above computer system, the vehicle management method described above can be suitably executed. The computer system may include multiple processors mounted on separate computers and multiple storage devices mounted on separate computers. For example, the computer system may include a processor and storage device mounted on a vehicle and a processor and storage device mounted on a stationary server.

[0025] According to an embodiment of a third aspect of the present disclosure, there is provided a vehicle management system as follows. (Article 8) The vehicle management system includes a vehicle equipped with a power storage device and a control device, and a server configured to be able to communicate with the vehicle. The control device is configured to measure and record data related to the power storage device. The control device is configured to determine whether the data has become discontinuous due to replacement of the power storage device. If the control device determines that the data has become discontinuous, the control device is configured to transmit a signal to the server indicating the vehicle's location at the time the data became discontinuous. If the server receives the signal, the server is configured to determine whether the vehicle's location indicated by the signal is a predetermined authorized location, and to restrict the use of the vehicle if the vehicle's location indicated by the signal is not an authorized location.

[0026] According to the above system, the vehicle management method described above can be suitably executed. (Item 9) The vehicle management system described in item 8 further has the following features: The vehicle is configured to be able to run using power output by the power storage device. The vehicle further includes an auxiliary battery that supplies power to the power supply circuit of the control device. The power storage device is configured to be able to supply power to the auxiliary battery. After the auxiliary battery is disconnected from the power supply circuit and the control device is in a stopped state, when the auxiliary battery is reconnected to the power supply circuit and the control device is started up, the control device compares data recorded immediately before the start-up with data measured immediately after the start-up to determine whether the data has become discontinuous due to replacement of the power storage device.

[0027] Before replacing a power storage device (e.g., a main battery) for driving, there is a high possibility that the auxiliary battery, which receives power from the power storage device, will be disconnected from the onboard circuit. For example, the wiring connection (e.g., bolt connection or connector connection) is severed at the terminal connecting the auxiliary battery to the onboard circuit. When the auxiliary battery is disconnected from the onboard circuit (including the power supply circuit of the control device), the control device, which receives power from the auxiliary battery, is stopped. Thereafter, when the replacement of the power storage device is completed, the auxiliary battery is reconnected to the power supply circuit and the control device starts up. In the above system, when the control device starts up after the auxiliary battery is temporarily disconnected from the power supply circuit and reconnected to the power supply circuit, it is determined whether data related to the power storage device has become discontinuous due to the replacement of the power storage device. By performing this determination at a timing when it is highly likely that the power storage device has been replaced, it becomes easier to determine early and accurately whether the power storage device has been replaced.

[0028] According to an embodiment of a fourth aspect of the present disclosure, there is provided a vehicle management system as follows. (Article 10) The vehicle management system includes a vehicle equipped with a power storage device and a control device, and a server configured to be able to communicate with the vehicle. The control device is configured to transmit measurement results of data related to the power storage device and the vehicle's position together with the measurement time to the server. The server is configured to store the data related to the power storage device and the vehicle's position received from the vehicle together with the measurement time, determine whether the stored data related to the power storage device has become discontinuous due to replacement of the power storage device, and, if it is determined that the data has become discontinuous, determine whether the vehicle's position at the time the data became discontinuous was a predetermined regular location, and restrict the use of the vehicle if the vehicle's position at the time the data became discontinuous was not a regular location.

[0029] According to the above system, the vehicle management method described above can be suitably executed. The vehicle may be an xEV (exhausted electric vehicle) that uses electricity as all or part of its power source. Examples of xEVs include BEVs (electric vehicles), PHEVs (plug-in hybrid vehicles), HEVs (hybrid vehicles), and FCEVs (fuel cell vehicles). [Effects of the Invention]

[0030] According to the present disclosure, it is possible to provide a vehicle management method, a vehicle management system, and a computer system that are capable of checking whether or not a power storage device mounted on a vehicle has been fraudulently replaced. [Brief explanation of the drawings]

[0031] [Figure 1] 1 is a diagram for explaining an overview of a vehicle management system according to an embodiment of the present disclosure. [Figure 2] FIG. 2 is a diagram for explaining the configuration of the vehicle shown in FIG. [Figure 3] 1 is a flowchart illustrating a vehicle management method according to an embodiment of the present disclosure. [Figure 4] 4 is a flowchart showing a first modified example of the process shown in FIG. 3. [Figure 5] 4 is a flowchart showing a second modified example of the process shown in FIG. 3. [Figure 6] 6 is a flowchart showing details of the limit control shown in FIG. 5. [Figure 7] 10 is a flowchart showing a third modified example of the process shown in FIG. 3. [Figure 8] 10 is a flowchart showing a fourth modified example of the process shown in FIG. 3. DETAILED DESCRIPTION OF THE INVENTION

[0032] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present disclosure will be described in detail with reference to the accompanying drawings. In the drawings, the same or corresponding parts are designated by the same reference numerals and their description will not be repeated.

[0033] 1 is a diagram for explaining an overview of a vehicle management system according to this embodiment. The vehicle management system shown in FIG. 1 includes a dealer 100, a battery exchange station (hereinafter referred to as "BSta") 200, and a management center 500.

[0034] The management center 500 is a server that provides lease services related to automobiles. The management center 500 manages information related to the lease services. The management center 500 belongs to, for example, an automobile manufacturer. In this embodiment, the automobile manufacturer also serves as a leasing business operator.

[0035] The management center 500 includes a processor 510, a storage device 520, and a communication module 530. The processor 510 includes, for example, a CPU (Central Processing Unit). The storage device 520 is configured to be able to save stored information. The storage device 520 may include an HD (Hard Disk) drive or an SSD (Solid State Drive). The communication module 530 is connected to the communication network NW, for example, by a wire. The dealer 100 includes a server 150. The BSta 200 includes a server 250. Each of the servers 150 and 250 is also connected to the communication network NW, for example, by a wire. The management center 500, the server 150, and the server 250 are configured to be able to communicate with each other via the communication network NW. The communication network NW is, for example, a wide area network constructed by the Internet and wireless base stations. The communication network NW may include a mobile phone network.

[0036] Automobile manufacturers sell or lease manufactured vehicles through dealers 100. In this embodiment, multiple types of leasing methods are employed, including a partial leasing method and a full leasing method. Server 150 manages information about the vehicle (vehicle information) provided by dealer 100 by classifying it by vehicle ID. Server 150 sequentially transmits the latest vehicle information to management center 500. For example, power storage device 12A of vehicle 10A (vehicle A) shown in FIG. 1 may be rented to a user using a partial leasing method. In vehicle 10A (partially leased vehicle), vehicle body 11A is owned by the user, and power storage device 12A is owned by the automobile manufacturer. Furthermore, vehicle 10B (vehicle B) shown in FIG. 1 may be rented to a user using a full leasing method. In vehicle 10B (full leased vehicle), the entire vehicle (vehicle body 11B and power storage device 12B) is owned by the automobile manufacturer. Furthermore, vehicle 10C (vehicle C) shown in FIG. 1 may be sold to a user. In the case of vehicle 10C (vehicle for sale), the entire vehicle (vehicle body 11C and electricity storage device 12C) is owned by the user.

[0037] In this embodiment, when a salesperson at the dealer 100 sells or leases the vehicle 10, he / she writes the identification information (vehicle ID) of the vehicle 10, the vehicle model information, and the contract information into a storage device (not shown) of the server 150 and a storage device (for example, storage device 111b shown in FIG. 2 described later) of the vehicle 10. The server 150 then transmits this information to the management center 500, which then stores this information in the storage device 520. The vehicle ID may be a VIN (Vehicle Identification Number).

[0038] The vehicle model information indicates the type and specifications of the vehicle 10. The vehicle model information may indicate, for example, whether the vehicle 10 belongs to a BEV, a PHEV, an HEV, or an FCEV. The vehicle model information may indicate the dimensions and equipment of the vehicle 10. The vehicle model information may indicate the power source and driving performance of the vehicle 10. The vehicle model information may indicate the specifications of the power storage device (for example, capacity and maximum output), or may indicate the specifications of parts other than the power storage device installed in the vehicle 10.

[0039] The contract information includes the contract date and time, the type of contract (e.g., partial lease / full lease / sale), and amount information (e.g., lease fee or purchase price). The contract information regarding the lease contract further includes the lease period.

[0040] The management center 500 assigns identification information (battery ID) to the power storage device mounted on the vehicle 10, and manages data (battery data) related to the power storage device measured on the vehicle 10 by linking it to the battery ID. When the power storage device mounted on the vehicle 10 is replaced, the management center 500 assigns new identification information (battery ID) to the power storage device attached to the vehicle 10 as a result of the replacement (see FIG. 3 described later).

[0041] In this embodiment, a plurality of dealers 100 and a plurality of BSta 200 are installed to cover the entire area under the jurisdiction of the vehicle management system. The BSta 200 is configured to replace power storage devices for vehicles. Power storage devices rented out by automobile manufacturers to vehicle users are returned by the vehicle users to the dealer 100 or BSta 200. When the battery replacement location is the dealer 100, the battery replacement is performed by a worker. When the battery replacement location is the BSta 200, the battery replacement is performed fully automatically. In this embodiment, a secondary battery is used as the power storage device. However, the power storage device may be any device that can store electric power.

[0042] In this embodiment, each of the multiple dealers 100 and the multiple BSta 200 corresponds to an authorized location for the exchange of a power storage device. An exchange performed at any of the dealers 100 or any of the BSta 200 is deemed to be an authorized exchange. On the other hand, an exchange performed at a location other than the dealer 100 or the BSta 200 is deemed to be an unauthorized exchange. In this embodiment, the exchange of a power storage device at a location other than an authorized location is prohibited not only for leased vehicles (vehicles A and B) but also for sold vehicles (vehicle C) so that the vehicle operates normally and so that the automobile manufacturer can properly perform after-sales service (maintenance, etc.) for the vehicle. However, this is not limited to this, and the management center 500 may allow a user to freely exchange a power storage device installed in a sold vehicle at their own risk without monitoring the power storage device installed in the sold vehicle. The management center 500 may prohibit the exchange of a power storage device at a location other than an authorized location only for leased vehicles (vehicles A and B). Furthermore, the authorized location is not limited to a dealer or a battery exchange station and can be changed as appropriate.

[0043] Hereinafter, the vehicle provided by dealer 100 may be referred to as "vehicle 10." Vehicle 10 according to this embodiment is any one of vehicles A, B, and C shown in FIG. 1. FIG. 2 is a diagram for explaining the configuration of vehicle 10.

[0044] Referring to FIG. 2, vehicle 10 includes a vehicle body 11 and a battery 12 (main battery) mounted on vehicle body 11. Battery 12 corresponds to an electric power storage device for propelling vehicle 10. Vehicle 10 is configured to be able to run using the power output from battery 12. Vehicle 10 is, for example, a BEV (electric vehicle) that does not include an internal combustion engine. A known vehicle electric power storage device (for example, a liquid secondary battery or an all-solid-state secondary battery) can be used as battery 12. Examples of vehicle secondary batteries include a lithium-ion battery and a nickel-metal hydride battery. A plurality of secondary batteries may form a battery pack.

[0045] The vehicle body 11 includes a BMS (Battery Management System) 12a, a power supply circuit 110, an ECU 111, a battery ECU 112, an auxiliary battery 120, a BMS (Battery Management System) 121, a DC / DC converter 122, an inlet 131, a charger 132, an SMR (System Main Relay) 133, a charging relay 134, a PCU (Power Control Unit) 135, an MG (Motor Generator) 136, an on-board sensor 137, and a communication device 138. The vehicle body 11 also includes an HMI (Human Machine Interface) (not shown). The HMI includes an input device and a display device. The HMI may include a touch panel display. The vehicle body 11 may also include an air conditioner (not shown) that uses power from the battery 12 to condition the interior of the vehicle 10. The air conditioner conditions (e.g., heats) the interior of the vehicle according to, for example, instructions from a user. It should be noted that ECU stands for Electronic Control Unit. In this embodiment, the ECU 111 corresponds to an example of a "control device" according to the present disclosure.

[0046] The ECU 111 is a computer including a processor 111a and a storage device 111b. The storage device 111b stores information used by the programs (for example, maps, formulas, and various parameters) in addition to the programs executed by the processor 111a. The storage device 111b also stores various types of information related to the vehicle 10. This information is updated according to the status of the vehicle 10. Although the configuration of the battery ECU 112 is not shown in FIG. 2, the battery ECU 112 is also a computer having a hardware configuration similar to that of the ECU 111. The ECU 111 and the battery ECU 112 are configured to be able to communicate with each other. These ECUs are connected by, for example, a CAN (Controller Area Network).

[0047] The communication device 138 includes a communication I / F (interface) for communicating with devices outside the vehicle (for example, the management center 500 and the mobile terminal 20). The ECU 111 communicates with external devices through the communication device 138. The communication device 138 includes a communication I / F for accessing the communication network NW via wireless communication. The communication device 138 may include a TCU (Telematics Control Unit) and / or DCM (Data Communication Module) that perform wireless communication. In this embodiment, the vehicle 10 and the management center 500 are configured to be able to communicate with each other via wireless communication. Furthermore, the communication device 138 may further include a communication I / F for performing wired communication with EVSE (Electric Vehicle Supply Equipment).

[0048] The vehicle 10 is configured to be able to perform external charging (charging the battery 12 with power from outside the vehicle). The inlet 131 is configured so that an EVSE plug (for example, a connector of a charging cable) can be attached and detached. When the EVSE plug is attached to the inlet 131 of the parked vehicle 10, the vehicle 10 is electrically connected to the EVSE (plugged-in state). On the other hand, for example, when the vehicle 10 is traveling, the vehicle 10 is not electrically connected to the EVSE (plugged-out state). The on-board sensor 137 includes a connection detection circuit that detects the state of the inlet 131 (plugged-in state / plugged-out state).

[0049] In the plugged-in state, the ECU 111 closes the SMR 133 and the charging relay 134 (connected state) to perform external charging of the battery 12. The battery ECU 112 may control the charger 132 according to instructions from the ECU 111. Power input to the inlet 131 from an EVSE outside the vehicle is supplied to the charger 132. The charger 132 uses the power supplied from the inlet 131 to generate charging power according to instructions from the battery ECU 112, and outputs the generated charging power to the battery 12. The charger 132 includes a power conversion circuit (for example, at least one of a DC / DC conversion circuit and an AC / DC conversion circuit) for external charging, and generates charging power using such a circuit.

[0050] The charging relay 134 switches between connection and disconnection of the charging line. In the example shown in Fig. 2, a charging line including the inlet 131, the charger 132, and the charging relay 134 is connected between the SMR 133 and the PCU 135. However, this is not limiting, and the charging line may be connected between the battery 12 and the SMR 133. Furthermore, the configuration shown in Fig. 2 may be modified so that external power feeding (power feeding from the battery 12 to the outside of the vehicle) can be performed. For example, the charger 132 shown in Fig. 2 may be modified to a charger / discharger.

[0051] The PCU 135 drives the MG 136 using the power output by the battery 12. The PCU 135 includes, for example, an inverter and a DC / DC converter. The PCU 135 is controlled by the ECU 111. The MG 136 functions as a traction motor for the vehicle 10. The MG 136 is driven by the PCU 135 to rotate the drive wheels of the vehicle 10. The MG 136 also performs regenerative power generation, for example, when the vehicle 10 is decelerating, and outputs the generated power to the battery 12. The number of traction motors provided in the vehicle 10 is arbitrary.

[0052] The on-board sensors 137 include a position sensor, a vehicle speed sensor, an accelerator sensor, a brake sensor, an outside air temperature sensor, and an inside air temperature sensor, and sequentially output the detection results of each sensor to the ECU 111. The position sensor may be a sensor that detects the position (e.g., longitude and latitude) of the vehicle 10 using a positioning system such as a GPS (Global Positioning System). The position sensor may be included in a car navigation system (not shown). The vehicle speed sensor may be provided on each wheel (or its rotation axis) of the vehicle 10. The accelerator sensor is provided in an accelerator operation unit (not shown), such as an accelerator pedal, to detect the amount of accelerator operation. The brake sensor is provided in a brake operation unit (not shown), such as a brake pedal, to detect the amount of brake operation. The outside air temperature sensor detects the temperature around the vehicle 10 (outside air temperature). The inside air temperature sensor detects the temperature inside the vehicle 10 (e.g., the temperature inside the cabin).

[0053] The battery 12 is provided with a BMS 12a. The BMS 12a includes various sensors (e.g., a current sensor, a voltage sensor, and a temperature sensor) for detecting the state of the battery 12 and sequentially outputs the detection results to the battery ECU 112. The battery ECU 112 acquires battery data indicating the state of the battery 12 (e.g., temperature, current, voltage, and SOC) based on the output of the BMS 12a and outputs the acquired battery data to the ECU 111. During external charging of the battery 12, the battery ECU 112 controls the charger 132 while checking the state of the battery 12 being charged based on the output of the BMS 12a. Note that the SOC (State Of Charge) indicates the remaining amount of charge, and is, for example, the ratio of the current amount of charge to the amount of charge in a fully charged state, expressed as 0 to 100%. A known method may be used to measure the SOC, such as at least one of a current integration method, an OCV (open circuit voltage) estimation method, an equivalent circuit model method, and a nonlinear Kalman filter method.

[0054] The control system of the vehicle 10 (including the ECU 111 and the battery ECU 112) is supplied with power from the auxiliary battery 120. Wiring from the on-board circuit (including the power supply circuit 110) is connected (for example, by bolts or connectors) to terminals TB of the auxiliary battery 120. The auxiliary battery 120 supplies power to the power supply circuit 110. The auxiliary battery 120 is electrically connected to each of the ECU 111 and the battery ECU 112 via the power supply circuit 110. The power supply circuit 110 corresponds to the power supply circuit for each of these ECUs. The power supply circuit 110 converts the power input from the auxiliary battery 120 into power suitable for driving each ECU, and outputs the drive power to each ECU.

[0055] The battery 12 is configured to be able to supply power to the auxiliary battery 120. The battery 12 supplies power to the auxiliary battery 120 via a DC / DC converter 122. The auxiliary battery 120 is provided with a BMS 121. The BMS 121 includes various sensors for detecting the state of the auxiliary battery 120 and sequentially outputs the detection results to the battery ECU 112. The battery ECU 112 acquires the state of the auxiliary battery 120 (e.g., temperature, current, voltage, and SOC) based on the output of the BMS 121 and controls the DC / DC converter 122 based on the acquired state of the auxiliary battery 120. When the SOC of the auxiliary battery 120 falls below a predetermined first lower limit value, the battery ECU 112 controls the DC / DC converter 122 so that the auxiliary battery 120 is charged with power from the battery 12. During charging control of auxiliary battery 120, DC / DC converter 122 converts (e.g., transforms) the power input from battery 12 into power suitable for charging auxiliary battery 120, and outputs the converted power to auxiliary battery 120. When the SOC of auxiliary battery 120 becomes equal to or greater than a second lower limit value that is higher than the first lower limit value, battery ECU 112 controls DC / DC converter 122 so that power supply from battery 12 to auxiliary battery 120 is stopped.

[0056] In the vehicle 10, the ECU 111 performs integrated control of the entire vehicle. The ECU 111 acquires detection results from various sensors (including the BMS 12a and the on-board sensor 137) mounted on the vehicle 10. The ECU 111 also acquires information from the battery ECU 112 and the communication device 138. The vehicle information acquired by the ECU 111 is stored in the storage device 111b. In response to a request from the management center 500, the vehicle 10 transmits the latest vehicle information together with its own vehicle ID to the management center 500.

[0057] The mobile terminal 20 is configured to be portable by the user. The mobile terminal 20 is carried and operated by the user (vehicle manager) of the vehicle 10. In this embodiment, a smartphone equipped with a touch panel display is used as the mobile terminal 20. A smartphone has a built-in computer and a speaker function. However, the mobile terminal 20 is not limited to this, and other devices such as a laptop, a tablet terminal, a portable game console, a wearable device (such as a smart watch, smart glasses, or smart gloves), or an electronic key can also be used as the mobile terminal 20.

[0058] Application software (hereinafter referred to as a "mobile app") for using services provided by the management center 500 is installed on the mobile terminal 20. The mobile app associates the identification information (terminal ID) of the mobile terminal 20 with the identification information (vehicle ID) of the corresponding vehicle 10 and registers the information in the management center 500. The mobile terminal 20 can exchange information with each of the management center 500, the server 250, and the server 150 via the mobile app.

[0059] Fig. 3 is a flowchart showing a vehicle management method according to this embodiment. "S" in the flowchart denotes a step. When the ECU 111 is started, for example, in response to a request from a user or upon power recovery, it starts a series of processes from S11 to S13 shown in Fig. 3. Thereafter, the ECU 111 repeatedly executes the series of processes from S11 to S13 as described below.

[0060] 1, 2, and 3, in S11, the ECU 111 measures data related to the battery 12 (battery data) and the position of the vehicle 10 using various sensors, and transmits the measurement results and the measurement time together with identification information (vehicle ID) of the vehicle 10 to the management center 500. Specifically, the ECU 111 transmits to the management center 500, together with the vehicle ID, a signal (hereinafter referred to as a "vehicle data signal") including battery data indicating the current state of the battery 12 (e.g., temperature, current, voltage, and SOC) obtained from the battery ECU 112, position data indicating the current position of the vehicle 10 detected by a position sensor included in the on-board sensor 137, and the current time corresponding to the measurement time.

[0061] Next, in S12, the ECU 111 determines whether or not it has received a restriction instruction (see S25 described later) from the management center 500. If the battery 12 in the vehicle 10 has not been replaced, the management center 500 does not issue a restriction instruction, so a NO determination is made in S12 and the process returns to the first step (S11). S11 and S12 are repeated while the battery 12 in the vehicle 10 continues to be used without being replaced.

[0062] When the management center 500 receives the vehicle data signal (S11), it starts a series of processes from S21 to S28. In S21, the management center 500 stores in the storage device 520 various data included in the vehicle data signal (including the above-mentioned battery data, position data, and measurement time) in association with the received vehicle ID.

[0063] Next, in S22, the management center 500 determines whether the battery data recorded in S21 has become discontinuous. Note that "continuous data" means that the data value remains unchanged over time, or that the data value changes continuously over time. "Discontinuous data" means that the data value changes non-continuously at a certain time (for example, the data value changes suddenly at a certain time).

[0064] If the power storage device (battery 12) included in vehicle 10 is not replaced, it is considered that the battery data recorded in S21 will be continuous. In this case, NO is determined in S22, and the process returns to the first step (S21). The process of S21 is repeatedly executed while battery 12 is continuously used in vehicle 10 without being replaced. During this period, the process of S11 described above is also repeatedly executed. Therefore, by the process of S21, data indicating changes in the position and state of vehicle 10 (for example, the temperature, current, voltage, and SOC of battery 12) are recorded in storage device 520.

[0065] In S22, it is determined whether or not the battery data has become discontinuous due to replacement of the battery 12. For example, if a plurality of pieces of data among the temperature, current, voltage, and SOC data of the battery 12 recorded in S21 become discontinuous at the same time (for example, if the value of each piece of data changes by more than a predetermined amount at the same time), the management center 500 determines in S22 that the battery data has become discontinuous due to replacement of the battery 12. This method makes it possible to detect battery replacement with high accuracy.

[0066] When the power storage device (battery 12) equipped in vehicle 10 is replaced, the power storage device measured in S11 changes, and the battery data recorded in S21 becomes discontinuous. In this case, YES is determined in S22, and the process proceeds to S23. The management center 500 determines that the power storage device has been replaced at the time when the battery data becomes discontinuous. Hereinafter, the battery 12 equipped in vehicle 10 before replacement will be referred to as "battery B1," and the battery 12 attached to vehicle 10 after battery replacement will be referred to as "battery B2."

[0067] In S23, the management center 500 determines whether the location of the vehicle 10 at the time when the battery data became discontinuous is a predetermined authorized location. The time when the battery data became discontinuous corresponds to the time when the battery 12 was replaced in the vehicle 10. That is, in S23, the management center 500 determines whether the battery replacement was performed at an authorized location. In this embodiment, each of the dealer 100 and the BSta 200 corresponds to an authorized location.

[0068] If it is determined that the location of vehicle 10 at the time when the battery data became discontinuous was a legitimate location (YES in S23), i.e., if the battery replacement was performed at a legitimate location, the process proceeds to S28. In S28, the management center 500 assigns new identification information (battery ID) to battery B2 and secures a data storage area for battery B2 in the storage device 520. Thereafter, the process returns to the first step (S21). The management center 500 associates any subsequently acquired battery data related to battery B2 with the battery ID and stores it in the storage device 520. This allows the management center 500 to manage the battery data related to battery B2 separately from the battery data related to battery B1.

[0069] If it is determined that the location of the vehicle 10 at the time when the battery data became discontinuous was not a regular location (NO in S23), that is, if the battery replacement was performed at a location other than a regular location, the process proceeds to S24. In S24, the management center 500 sends a notification requesting battery replacement to the user terminal (e.g., the mobile terminal 20) of the vehicle 10 (hereinafter also referred to as an "replacement request notification"). The management center 500 may specify a replacement location in the replacement request notification. In this embodiment, of all regular locations where battery replacement can be performed for the vehicle 10, the regular location closest to the location of the vehicle 10 is specified as the replacement location. The management center 500 may also notify the user of the contact information of the person in charge in the replacement request notification.

[0070] Upon receiving the replacement request notification from the management center 500, the mobile terminal 20 displays, for example, a screen Sc1. The screen Sc1 displays a message informing the vehicle user that an unauthorized battery replacement has been detected, a message requesting the vehicle user to replace the battery, a message informing the vehicle user that use of the vehicle 10 will be restricted until the battery replacement is completed, and contact information for the person in charge (for example, a phone number or email address). However, without being limited to this, the in-vehicle HMI may display the screen Sc1 instead of the mobile terminal 20. The car navigation system of the vehicle 10 may also guide the user to the specified replacement location.

[0071] In the next step S25, the management center 500 transmits a signal (hereinafter referred to as a "restriction instruction") to the vehicle 10 to restrict the use of the vehicle 10. In this embodiment, a signal restricting the electric driving of the vehicle 10 using battery B2 is transmitted to the vehicle 10 as the restriction instruction. Thereafter, in S26, the management center 500 determines whether or not the battery B2 has been replaced in the vehicle 10. The battery B2 in S26 corresponds to an unauthorized power storage device attached to the vehicle 10 through unauthorized replacement. The management center 500 may determine whether or not the battery B2 has been replaced in the vehicle 10 based on whether or not an replacement completion signal has been received from a terminal (e.g., server 150 or 250) installed at the replacement location specified by the replacement request notification. S24 to S26 are repeated while the battery B2 has not been replaced (NO in S26).

[0072] When the vehicle 10 receives a restriction instruction from the management center 500, a YES determination is made in S12, and the process proceeds to S13. In S13, the driving control of the vehicle 10 by the ECU 111 is restricted in accordance with the restriction instruction from the management center 500. For example, the output power of the battery B2 may be restricted in accordance with the restriction instruction from the management center 500. When the output is restricted, the maximum output power of the battery B2 becomes smaller than when the output is not restricted. Alternatively, at least one of the vehicle speed of the vehicle 10, the output torque of the MG 136, and the rotation speed of the MG 136 may be restricted in accordance with the restriction instruction from the management center 500. The driving restriction (S13) on the vehicle 10 continues while the vehicle 10 receives the restriction instruction from the management center 500.

[0073] The user drives the vehicle 10 to the designated replacement location (authorized location), and when the battery B2 is replaced at the replacement location, an replacement completion signal is transmitted to the management center 500. After a salesperson at the dealer 100 replaces the battery, the server 150 may operate the server 150 to transmit the replacement completion signal to the management center 500. Alternatively, the server 250 may transmit the replacement completion signal to the management center 500 when it detects that the battery replacement by the BSta 200 has been completed. When the management center 500 receives the replacement completion signal (YES in S26), the process proceeds to S27. As a result, the restriction instruction (S25) is no longer transmitted. In this case, the management center 500 determines that the battery B2 (an unauthorized power storage device) installed in the vehicle 10 through an unauthorized replacement was removed from the vehicle 10, and then another battery 12 was installed in the vehicle 10 through an authorized replacement. Hereinafter, the battery 12 installed in the vehicle 10 will be referred to as "battery B3."

[0074] In S27, the cost of replacing the fraudulent power storage device is billed to the user of vehicle 10. Specifically, management center 500 sends a notice to the user terminal (e.g., mobile terminal 20) of vehicle 10 requesting the cost of battery replacement (hereinafter also referred to as "cost billing notice") The cost of battery replacement may include at least one of the cost of preparing a replacement battery (battery B3) and labor costs for battery replacement. Furthermore, management center 500 may request the vehicle user to return battery B1 or pay compensation.

[0075] Subsequently, in S28, the management center 500 assigns new identification information (battery ID) to the battery B3 and reserves a data storage area for the battery B3 in the storage device 520. Thereafter, the process returns to the first step (S21).

[0076] When the replacement of battery B2 with battery B3 is completed in vehicle 10, vehicle 10 no longer receives the restriction instruction (S25) from management center 500, and a NO determination is made in S12. This removes the travel restriction (S13) on vehicle 10. Then, the process of S11 is executed for battery B3.

[0077] As described above, the vehicle management method according to this embodiment includes the processes shown in FIG. 3. In this embodiment, the management center 500 and the ECU 111 function as an example of a "computer system" according to the present disclosure. Each process is performed by one or more processors executing programs stored in one or more storage devices. However, these processes may also be performed by dedicated hardware (electronic circuits) rather than software.

[0078] The vehicle management method according to this embodiment includes determining whether the power storage device (battery 12) included in vehicle 10 has been replaced (S21, S22), and, if it is determined that the power storage device has been replaced, determining whether the replacement has been carried out fraudulently. Determining whether the replacement has been carried out fraudulently includes determining whether the replacement has been carried out at a legitimate location (S23). This method makes it possible to accurately confirm whether the power storage device mounted on vehicle 10 has been replaced fraudulently, based on whether the replacement has been carried out at a legitimate location.

[0079] In the vehicle management method according to this embodiment, determining whether the power storage device has been replaced includes acquiring data related to the power storage device measured in vehicle 10 (S21), and determining whether the power storage device has been replaced based on whether the data has become discontinuous (S22). Determining whether the replacement has been fraudulently performed includes determining whether the replacement has been performed legitimately based on whether the vehicle's location at the time the data became discontinuous is a legitimate location (S23). This method makes it easier to accurately determine whether the power storage device has been replaced based on whether the data related to the power storage device in vehicle 10 has become discontinuous. Furthermore, the method makes it easier to accurately determine whether the replacement has been performed legitimately based on whether the vehicle's location at the time the data became discontinuous is a legitimate location.

[0080] The vehicle management method according to this embodiment further includes, when it is determined that the replacement has been carried out fraudulently, executing a notification that a fraudulent replacement has been carried out (S24), and, when it is determined that the replacement has been carried out fraudulently, executing a process to restrict the use of vehicle 10 (S25). According to this method, when the replacement of the power storage device has been carried out fraudulently, it is possible to prevent the continued use of vehicle 10 equipped with a fraudulent power storage device.

[0081] The vehicle management method according to this embodiment further includes, when it is determined that the replacement has been fraudulent, issuing a notice to the user of vehicle 10 urging them to replace the fraudulent power storage device that was attached to vehicle 10 through the fraudulent replacement (S24), and billing the user of vehicle 10 for the cost of replacing the fraudulent power storage device (S27). In this method, the cost of replacing the fraudulent power storage device is billed to the vehicle user who performed the fraudulent replacement. This makes it possible to deter fraudulent replacements.

[0082] The processing flow shown in Fig. 3 can be modified as needed. For example, the order of processing may be changed or unnecessary steps may be omitted depending on the purpose. Furthermore, the content of any of the processing may be changed.

[0083] In the above embodiment, when two or more of the multiple types of battery data recorded in S21 of Fig. 3 (e.g., two or more of temperature data, current data, voltage data, and SOC data) become discontinuous at the same time, the management center 500 determines in S22 that the battery data has become discontinuous due to replacement of the battery 12. However, this is not limiting, and when all of the recorded battery data (e.g., all of temperature data, current data, voltage data, and SOC data) become discontinuous at the same time, the management center 500 may determine that the battery data has become discontinuous due to replacement of the battery 12. Alternatively, the management center 500 may determine whether the battery data has become discontinuous due to replacement of the battery 12 based only on SOC data (remaining power data) that indicates a transition in the remaining power of the power storage device.

[0084] Fig. 4 is a flowchart showing a first modified example of the process shown in Fig. 3. Referring to Fig. 4, in this modified example, S11A is adopted instead of S11 (Fig. 3). In S11A, as in S11 in Fig. 3, a vehicle data signal is transmitted to the management center 500 together with identification information (vehicle ID) of the vehicle 10. However, the vehicle data signal in S11A further includes a charge status indicating whether the battery 12 is being charged, in addition to SOC data indicating the current remaining charge amount of the battery 12, position data indicating the current position of the vehicle 10, and the current time corresponding to the measurement time.

[0085] The ECU 111 determines whether the battery 12 is being charged based on, for example, battery data acquired from the battery ECU 112 and the state of the vehicle 10 detected by the on-board sensor 137 (including the vehicle speed, accelerator operation amount, brake operation amount, and the state of the inlet 131). In this embodiment, the ECU 111 determines that the battery 12 is being charged when either external charging or regenerative charging is being performed on the battery 12. On the other hand, when neither charging is being performed on the battery 12, the ECU 111 determines that the battery 12 is not being charged. The ECU 111 then generates a charging status indicating the result of the determination, stores the generated charging status in the storage device 111b, and transmits the generated charging status to the management center 500.

[0086] In this modification, S22A and S22B are adopted instead of S22 (FIG. 3). In S21, the management center 500 associates various data (including the above-mentioned SOC data, location data, charge status, and measurement time) included in the vehicle data signal (S11A) with the received vehicle ID and stores them in the storage device 520. In the following S22A, the management center 500 determines whether the battery 12 in the vehicle 10 is being charged based on the charge status included in the vehicle data signal. If the battery 12 is being charged (YES in S22A), the process returns to the first step (S21). On the other hand, if the battery 12 is not being charged (NO in S22A), the process proceeds to S22B. In S22B, it is determined whether the SOC data (remaining charge data) included in the vehicle data signal includes a time when the remaining charge of the battery 12 increased by more than a predetermined amount. The predetermined amount corresponds to a threshold for detecting replacement of the battery 12.

[0087] If the power storage device (battery 12) included in vehicle 10 is not replaced, the battery data recorded in S21 is considered to be continuous. In this case, a NO determination is made in S22B, and the process returns to S21. During the period in which battery 12 is continuously used in vehicle 10 without being replaced, data indicating the transitions of the position of vehicle 10 and the SOC of battery 12 are recorded in storage device 520 by the process of S21. Line L1 in FIG. 4 shows an example of continuous SOC data.

[0088] When the power storage device (battery 12) included in vehicle 10 is replaced, the power storage device measured in S11A changes, causing discontinuities in the battery data recorded in S21. In particular, a significant increase in the remaining charge of battery 12 when battery 12 is not being charged is considered an event that would not occur unless battery 12 is replaced. Line L2 in FIG. 4 shows an example of SOC data in which the data value becomes discontinuous at time tx due to replacement of battery 12 while battery 12 is not being charged. Specifically, the data value increases from X1 to X2 at time tx while battery 12 is not being charged. The increase amount at time tx (= X2 - X1) is equal to or greater than a predetermined amount. Time tx corresponds to the time when battery 12 is not being charged and the remaining charge of battery 12 has increased by equal to or greater than the predetermined amount. If the SOC data included in the vehicle data signal includes time tx, a YES determination is made in S22B, and the process proceeds to S23. The management center 500 determines at time tx that the battery 12 has been replaced. As described above, by determining whether the remaining charge data of the battery 12 has become discontinuous due to battery replacement based on whether the remaining charge data of the battery 12 includes a time when the remaining charge increased by a predetermined amount or more while the battery 12 was not being charged, it becomes easier to accurately determine whether the battery 12 has been replaced.

[0089] Vehicle 10 may be an xEV (electric vehicle) other than a BEV. For example, vehicle 10 may be a PHEV (plug-in hybrid vehicle) that further includes an internal combustion engine as a power source in addition to the configuration shown in FIG.

[0090] Fig. 5 is a flowchart showing a second modified example of the process shown in Fig. 3. Referring to Fig. 5, in this modified example, S11B and S13A are adopted instead of S11 and S13 (Fig. 3). In S11B, as in S11 in Fig. 3, a vehicle data signal is transmitted to the management center 500 together with identification information (vehicle ID) of the vehicle 10. However, the vehicle data signal in S11B further includes vehicle model information in addition to battery data indicating the current state of the battery 12, location data indicating the current location of the vehicle 10, and the current time corresponding to the measurement time. The vehicle model information indicates the specifications of the vehicle 10.

[0091] In this modification, S25A and S26A are employed instead of S25 and S26 (FIG. 3). That is, if it is determined that the replacement has been fraudulent (NO in S23), the processes of S24, S25A, and S26A are executed. In S25A, the management center 500 transmits to the vehicle 10 a restriction instruction according to the specifications of the vehicle 10 indicated by the vehicle model information. That is, the management center 500 changes the restriction instruction according to the specifications of the vehicle 10. In this modification, if the vehicle 10 is equipped with a power source other than the battery 12 (e.g., an internal combustion engine), the management center 500 transmits to the vehicle 10 a restriction instruction (hereinafter referred to as a "first restriction instruction") that instructs the vehicle 10 to prohibit output of the battery 12. If the vehicle 10 is not equipped with a power source other than the battery 12, the management center 500 transmits to the vehicle 10 a restriction instruction (hereinafter referred to as a "second restriction instruction") that restricts the output of the battery 12 to a degree that does not prohibit it.

[0092] In S26A, the management center 500 determines whether or not a replacement completion signal (see S36 in FIG. 6), which will be described later, has been received from the vehicle 10. While the management center 500 has not received the replacement completion signal (NO in S26A), S24, S25A, and S26A are repeated, and the management center 500 transmits a restriction instruction (S25A) to the vehicle 10. When the vehicle 10 receives the restriction instruction from the management center 500, a YES determination is made in S12, and the process proceeds to S13A. In S13A, the ECU 111 executes the restriction control shown in FIG. 6, which will be described below.

[0093] Fig. 6 is a flowchart showing the details of S13A in Fig. 5. In each of S310, S321, S322, and S34, ECU 111 sets an upper limit value (hereinafter referred to as "output upper limit value") that limits the output power of battery B2 (an unauthorized power storage device) that has been installed in vehicle 10 through unauthorized replacement. In the example shown below, the output upper limit value of battery 12 when output is not limited is "Y0 (W)." If battery 12 has been fraudulently replaced and an unauthorized battery (battery B2) has been installed in vehicle 10, the use of the unauthorized battery can be restricted by setting the output upper limit value of battery B2 to be smaller than Y0.

[0094] 6, in S31, ECU 111 determines whether vehicle 10 has received a first restriction instruction (an instruction to prohibit output). If vehicle 10 has received the first restriction instruction (YES in S31), ECU 111 proceeds to S310 to set an output upper limit value for battery B2 so that output from battery B2 is prohibited. That is, ECU 111 sets "0 (W)" as the output upper limit value. As a result, the maximum output of battery B2 becomes 0 W, and output from battery B2 is prohibited. After the process of S310 is executed, the process proceeds to S35.

[0095] When the vehicle 10 receives the second restriction command (NO in S31), the ECU 111 determines in S32 whether the outside air temperature of the vehicle 10 detected by the on-board sensor 137 (outside air temperature sensor) is lower than a predetermined value (hereinafter referred to as "Tp"). When the outside air temperature of the vehicle 10 is lower than Tp (YES in S32), the ECU 111 sets "Y1(W)" as the output upper limit value of the battery B2 in S321. On the other hand, when the outside air temperature of the vehicle 10 is equal to or higher than Tp (NO in S32), the ECU 111 sets "Y2(W)" as the output upper limit value of the battery B2 in S322. Y1 is greater than 0 and less than Y0. Y2 is greater than 0 and less than Y1. In both S321 and S322, the output of the battery 12 is restricted to a level that is not prohibited. However, when the outside temperature of the vehicle 10 is lower than Tp, the ECU 111 relaxes the output restriction on the battery B2 more than when the outside temperature of the vehicle 10 is higher than Tp so as to allow power consumption for heating. Heating in the vehicle 10 is performed by an air conditioner that receives power from the battery B2.

[0096] In the next step S33, the ECU 111 acquires the distance from the current location of the vehicle 10 to the replacement location (regular location) specified by the replacement request notification (S24). Next, in step S34, the ECU 111 varies the output upper limit value of the battery B2 according to the distance acquired in step S33. Specifically, the ECU 111 sets the output upper limit value of the battery B2 so that the output upper limit value becomes larger (so that the output upper limit value approaches Y0) as the vehicle 10 approaches the specified replacement location. According to the processing of step S34, the output restriction on the battery B2 is relaxed as the vehicle 10 approaches the specified replacement location. This makes it possible to prompt the vehicle user to bring the vehicle 10 to the specified replacement location.

[0097] In the next step S35, ECU 111 determines whether battery B2 has been replaced in vehicle 10. For example, when vehicle 10 arrives at the designated replacement location, a scan tool (diagnostic device) is connected to vehicle 10. Then, when battery B2 is replaced in vehicle 10, a reset signal indicating that replacement of battery B2 has been completed is input from the scan tool to ECU 111. ECU 111 determines whether battery B2 has been replaced in vehicle 10 based on the presence or absence of the reset signal from the scan tool. If it is determined that battery B2 has not been replaced in vehicle 10 (NO in S35), the process returns to S31, and the above-described process is repeated.

[0098] On the other hand, if ECU 111 receives a reset signal from the scan tool, ECU 111 determines that battery B2 has been replaced in vehicle 10 (YES in S35), and subsequently transmits an exchange completion signal to management center 500 in S36. This exchange completion signal indicates that the exchange of battery B2 with battery B3 in vehicle 10 has been completed. When management center 500 receives the exchange completion signal from vehicle 10 (YES in S26A of FIG. 5), it stops transmitting the restriction instruction (S25A). Next, ECU 111 sets "Y0(W)" as the output upper limit value of battery B2 in S37. This releases the output restriction on battery B2. When the process of S37 is executed, the series of processes shown in FIG. 6 ends, and the process returns to the flowchart of FIG. 5, where a NO determination is made in S12. This causes the process of S11B to be executed for battery B3.

[0099] In the above embodiment, the management center 500 constantly monitors whether or not the battery 12 has been fraudulently replaced in the vehicle 10 (see S11 and S21 to S23 in FIG. 3). However, the present invention is not limited to this, and the management center 500 may determine whether or not the battery 12 has been fraudulently replaced in the vehicle 10 only at predetermined timings.

[0100] 7 is a flowchart showing a third modified example of the process shown in FIG. 3. Referring to FIG. 7, in this modified example, in S51, the ECU 111 records battery data indicating the current SOC of the battery 12, which is acquired from the battery ECU 112, in the storage device 111b. The battery data recorded here includes an SOC measurement value measured by the BMS 12a. In the following S52, the ECU 111 determines whether the auxiliary battery 120 has been disconnected from the on-board circuit (including the power supply circuit 110). The ECU 111 may determine whether the auxiliary battery 120 has been disconnected from the on-board circuit based on a change in the voltage applied to the power supply circuit 110. Alternatively, the ECU 111 may determine whether the auxiliary battery 120 has been disconnected from the on-board circuit based on information from the battery ECU 112 (e.g., a detection result from the BMS 121).

[0101] While auxiliary battery 120 is connected to the on-board circuitry (NO in S52), S51 and S52 are repeated. On the other hand, when auxiliary battery 120 is disconnected from the on-board circuitry (YES in S52), ECU 111 performs data backup in S53 and then enters a stopped state (for example, a sleep state or a shutdown state). Power supply circuit 110 stores power for backup while connected to auxiliary battery 120. Therefore, even if auxiliary battery 120 is disconnected from power supply circuit 110, each ECU can maintain operation for a short period of time using power from power supply circuit 110.

[0102] Thereafter, in S54, the ECU 111 determines whether the auxiliary battery 120 has been reconnected, and waits until the auxiliary battery 120 is reconnected to the in-vehicle circuit. When the auxiliary battery 120 is reconnected to the in-vehicle circuit (YES in S54), the ECU 111 starts up in S55. Then, in S56, the started ECU 111 compares the SOC data of the battery 12 recorded immediately before start-up with the SOC data of the battery 12 measured immediately after start-up, thereby determining whether the SOC data of the battery 12 has become discontinuous due to replacement of the battery 12. Specifically, the ECU 111 measures the SOC (remaining charge) of the battery 12 immediately after start-up. Immediately after start-up of the ECU 111, the battery 12 is not being charged. For example, the ECU 111 determines whether the SOC data of the battery 12 has become discontinuous due to the replacement of the battery 12 based on whether the remaining charge of the battery 12 (S51) recorded immediately before the start of the ECU 111 has increased by more than a predetermined amount compared to the remaining charge of the battery 12 measured immediately after the start of the ECU 111 (S56).

[0103] If the SOC data of the battery 12 has become discontinuous due to the replacement of the battery 12 (YES in S56), the ECU 111 then transmits, in S57, a signal (hereinafter referred to as the "replacement position signal") indicating the position of the vehicle 10 (e.g., the current position of the vehicle 10) at the time when the SOC data of the battery 12 became discontinuous due to the replacement of the battery 12 to the management center 500. The position of the vehicle 10 indicated by the replacement position signal corresponds to the position of the vehicle 10 when the battery 12 was replaced. On the other hand, if the SOC data of the battery 12 has not become discontinuous due to the replacement of the battery 12 (NO in S56), the process of S57 is not executed and the process returns to the first step (S51).

[0104] When the management center 500 receives the replacement position signal (S57) from the vehicle 10, it determines in S23 whether the position of the vehicle 10 indicated by the replacement position signal is a predetermined legitimate location. If the position of the vehicle 10 indicated by the replacement position signal is a legitimate location (YES in S23), the management center 500 assigns new identification information (battery ID) to the battery B2 (a legitimate power storage device) in S28, and secures a data storage area for the battery B2 in the storage device 520. S28 in FIG. 7 is the same as S28 in FIG. 3.

[0105] If the location of the vehicle 10 indicated by the replacement location signal is not a legitimate location (NO in S23), the management center 500 determines that the battery replacement for the vehicle 10 has been fraudulently performed, and the process proceeds to S24A. In S24A, the management center 500 sends a notification to the user terminal (e.g., the mobile terminal 20) of the vehicle 10 requesting that the vehicle 10 wait (hereinafter also referred to as a "waiting request notification").

[0106] The mobile terminal 20 that has received the standby request notification from the management center 500 displays, for example, screen Sc2. Screen Sc2 displays a message informing the vehicle user that an unauthorized battery replacement has been detected, a message requesting the vehicle user to standby on the spot, a message informing the vehicle user that a person in charge is on their way to the location of the vehicle 10, and contact information for the person in charge. Note that the in-vehicle HMI may display screen Sc2 instead of the mobile terminal 20.

[0107] In the next step S25B, the management center 500 sends a command to the ECU 111 to prohibit driving control of the vehicle 10, thereby rendering the vehicle 10 unable to drive. Since the vehicle 10 is located at the location where the unauthorized battery exchange took place, it is considered safe for the vehicle 10 to remain in the current state (parked state). The prohibition on driving control of the vehicle 10 is lifted by the person in charge after the person in charge exchanges the unauthorized battery (battery B2).

[0108] The vehicle management system according to the above-described modification includes a vehicle 10 equipped with a power storage device (battery 12) and a control device (ECU 111), and a server (management center 500) configured to be able to communicate with the vehicle 10. The control device is configured to measure and record data related to the power storage device (see S51 in FIG. 7). The control device is configured to determine whether the data has become discontinuous due to replacement of the power storage device (see S56 in FIG. 7). When determining that the data has become discontinuous, the control device is configured to transmit a signal indicating the location of the vehicle 10 at the time the data became discontinuous to the server (see S57 in FIG. 7). When receiving the signal, the server is configured to determine whether the location of the vehicle 10 indicated by the signal is a predetermined authorized location (S23 in FIG. 7), and to restrict the use of the vehicle 10 if the location of the vehicle 10 indicated by the signal is not an authorized location (S25B in FIG. 7). Such a system makes it possible to check whether the power storage device installed in the vehicle 10 has been fraudulently replaced. If the power storage device in vehicle 10 is fraudulently replaced, the use of vehicle 10 can be restricted.

[0109] In the vehicle management system according to the above-described modification, the vehicle 10 is configured to be able to travel using power output by the battery 12 (see FIG. 2). The vehicle 10 includes an auxiliary battery 120 that supplies power to a power supply circuit 110 of the ECU 111 (see FIG. 2). The battery 12 is configured to be able to supply power to the auxiliary battery 120. In the vehicle 10 having such a configuration, before the battery 12 (a power storage device for traveling) is replaced, the auxiliary battery 120, which receives power from the battery 12, is likely to be disconnected from the on-board circuit. For example, the wiring connection (e.g., bolt connection or connector connection) at the terminal TB connecting the auxiliary battery 120 to the on-board circuit is severed. When the auxiliary battery 120 is disconnected from the on-board circuit (including the power supply circuit 110), the ECU 111, which receives power from the auxiliary battery 120, is stopped. After that, when the replacement of the battery 12 is completed, the auxiliary battery 120 is reconnected to the power supply circuit 110, and the ECU 111 is started.

[0110] In vehicle 10, after auxiliary battery 120 is disconnected from power supply circuit 110 and ECU 111 is put into a stopped state, when auxiliary battery 120 is reconnected to power supply circuit 110 and ECU 111 is started up, ECU 111 compares data recorded immediately before startup with data measured immediately after startup to determine whether or not data discontinuity has occurred due to replacement of battery 12 (see S51 to S56 in FIG. 7). By determining whether or not data related to battery 12 has become discontinuous due to replacement of battery 12 at a timing when it is highly likely that battery 12 has been replaced, it becomes easier to determine early and accurately whether or not battery 12 has been replaced.

[0111] The process executed when it is determined that a battery exchange has been carried out fraudulently in vehicle 10 is not limited to the process described above (for example, S24 to S27 shown in FIG. 3). For example, in the process shown in FIG. 3, in addition to S24 to S27 or instead of at least one of S24 to S27, a step of recording that a fraudulent exchange has been carried out may be employed.

[0112] FIG. 8 is a flowchart showing a fourth modified example of the process shown in FIG. 3. Referring to FIG. 8, in this modified example, S12, S13, S25, and S27 (FIG. 3) are omitted, and S29 and S24B are adopted instead of S24. If it is determined that the battery replacement in the vehicle 10 has been fraudulently performed (NO in S23), the management center 500 records the fact that the battery replacement has been fraudulently performed in S29. The management center 500 stores a flag indicating that the battery replacement has been fraudulently performed in the storage device 520 together with the replacement time, for example, by linking it to the identification information (vehicle ID) of the vehicle 10. In the following S24B, the management center 500 notifies the user terminal (e.g., the mobile terminal 20) of the vehicle 10 of a replacement request. The mobile terminal 20 that has received the replacement request displays, for example, a screen Sc3. Since the use of the vehicle 10 is not restricted in this modified example, the screen Sc3 does not include a message regarding the use restriction of the vehicle 10.

[0113] The functions implemented in the management center 500 in the above-described embodiment and various modified examples may be implemented in the server 150 (dealer terminal). In this embodiment, the management center 500, the server 150, and the server 250 are all on-premise servers. However, this is not limited to this, and the functions of each server may be implemented on the cloud by cloud computing. In other words, these servers may be cloud servers. The location where the leasing service is provided is not limited to the dealer 100. For example, the management center 500 may provide the leasing service online (e.g., on the cloud). Furthermore, only one type of leasing method (e.g., partial leasing method) may be used.

[0114] In the above embodiment, only the battery is replaced, but the battery pack including the battery and its accessories may be replaced together. The vehicle may be configured to be capable of contactless charging. A vehicle using contactless charging may be considered to be in a state equivalent to the "plugged-in state" of contact charging (cable charging) described above when the alignment of the power transmitting unit (e.g., power transmitting coil) on the power supply equipment side and the power receiving unit (e.g., power receiving coil) on the vehicle side is completed.

[0115] The vehicle is not limited to a four-wheeled passenger car, but may be a bus or truck, or an xEV with three or five or more wheels. The vehicle may be equipped with solar panels. The vehicle may be configured to be capable of autonomous driving or may have a flying function. The vehicle may also be an unmanned vehicle (e.g., a robotaxi, an automated guided vehicle, or agricultural machinery).

[0116] The embodiments disclosed herein should be considered to be illustrative in all respects and not restrictive. The scope of the present invention 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]

[0117] 10 vehicles, 11 vehicle bodies, 12 batteries, 20 mobile terminals, 100 dealers, 110 power supply circuits, 111 ECUs, 120 auxiliary batteries, 150 servers, 200 battery exchange stations, 250 servers, 500 management centers.

Claims

1. A vehicle management method for managing a vehicle equipped with a power storage device and a motor generator, comprising: the motor generator is configured to rotate drive wheels of the vehicle using electric power supplied from the power storage device; the vehicle is configured to be able to regeneratively charge the power storage device using electric power generated by the motor generator and to externally charge the power storage device using electric power supplied from outside the vehicle, The vehicle management method includes: a computer system acquiring, from the vehicle, data indicating a transition of a remaining amount of stored power of the power storage device measured in the vehicle and a charging status indicating whether the regenerative charging or the external charging is being performed for the power storage device; the computer system determines whether the power storage device has been replaced based on whether the data becomes discontinuous when neither the regenerative charging nor the external charging is being performed on the power storage device; and when it is determined that the power storage device has been replaced, the computer system determines whether the replacement was performed legitimately based on whether the position of the vehicle at the time when the data became discontinuous was a regular location; and A vehicle management method comprising:

2. 1. A computer system comprising: one or more processors; and one or more storage devices that store a program that causes the one or more processors to execute a vehicle management method for managing a vehicle that is equipped with a power storage device and a motor generator, the motor generator is configured to rotate drive wheels of the vehicle using electric power supplied from the power storage device; the vehicle is configured to be able to regeneratively charge the power storage device using electric power generated by the motor generator and to externally charge the power storage device using electric power supplied from outside the vehicle, The vehicle management method includes: acquiring, from the vehicle, data indicating a transition of a remaining amount of stored power of the power storage device measured in the vehicle, and a charging status indicating whether the regenerative charging or the external charging is being performed for the power storage device; determining whether the power storage device has been replaced based on whether the data becomes discontinuous when neither the regenerative charging nor the external charging is being performed on the power storage device; and when it is determined that the power storage device has been replaced, determining whether the replacement has been performed legitimately based on whether the position of the vehicle at the time when the data became discontinuous was a regular location; and 2. A computer system comprising:

3. a vehicle including a power storage device, an auxiliary battery, a motor generator, and a control device; A vehicle management system including a server configured to be able to communicate with the vehicle, the motor generator is configured to rotate drive wheels of the vehicle using electric power supplied from the power storage device; the auxiliary battery is configured to supply power to a power supply circuit of the control device; the power storage device is configured to be able to supply electric power to the auxiliary battery, the control device is configured to measure and record data related to the power storage device; the control device is configured to determine whether the data has become discontinuous due to replacement of the power storage device; the control device is configured to, when determining that the data has become discontinuous, transmit to the server a signal indicating the position of the vehicle at the time the data became discontinuous; The server When the signal is received, determining whether the position of the vehicle indicated by the signal is a predetermined regular location; restricting the use of the vehicle when the location of the vehicle indicated by the signal is not the authorized location; configured to run A vehicle management system in which, after the auxiliary battery is disconnected from the power supply circuit and the control device is in a stopped state, when the auxiliary battery is reconnected to the power supply circuit and the control device is started, the control device determines whether the data has become discontinuous due to replacement of the storage device by comparing the data recorded immediately before the start-up with the data measured immediately after the start-up.

4. a vehicle including a power storage device, a motor generator, and a control device; A vehicle management system including a server configured to be able to communicate with the vehicle, the motor generator is configured to rotate drive wheels of the vehicle using electric power supplied from the power storage device; the control device is configured to transmit to the server each measurement result of the data related to the power storage device and the position of the vehicle together with a measurement time; The server storing the data regarding the power storage device received from the vehicle and the position of the vehicle together with the measurement time; determining whether the stored data relating to the storage device has become discontinuous due to replacement of the storage device; when it is determined that the data has become discontinuous due to replacement of the power storage device, determining whether the position of the vehicle at the time when the data became discontinuous was a predetermined regular location; setting an upper limit value that limits output from an unauthorized power storage device attached to the vehicle by replacement of the power storage device to a degree that does not prohibit output when the vehicle's position at the time when the data becomes discontinuous is not the authorized location; A vehicle management system configured to:

5. A vehicle management system as described in Claim 4, wherein the server is configured to make the upper limit value when the vehicle has a power source other than the unauthorized power storage device smaller than the upper limit value when the vehicle does not have a power source other than the unauthorized power storage device.

6. a vehicle including a power storage device, a motor generator, and a control device; A vehicle management system including a server configured to be able to communicate with the vehicle, the motor generator is configured to rotate drive wheels of the vehicle using electric power supplied from the power storage device; the control device is configured to transmit to the server each measurement result of the data related to the power storage device and the position of the vehicle together with a measurement time; The server storing the data regarding the power storage device received from the vehicle and the position of the vehicle together with the measurement time; determining whether the stored data relating to the storage device has become discontinuous due to replacement of the storage device; when it is determined that the data has become discontinuous due to replacement of the power storage device, determining whether the position of the vehicle at the time when the data became discontinuous was a predetermined regular location; If the position of the vehicle at the time when the data became discontinuous was not the regular location, determining whether the vehicle is equipped with a power source other than the unauthorized power storage device attached to the vehicle by replacing the power storage device; When it is determined that the vehicle has a power source other than the unauthorized power storage device, transmitting a first restriction instruction to the vehicle that instructs the vehicle to prohibit output from the unauthorized power storage device; When it is determined that the vehicle does not have a power source other than the unauthorized power storage device, transmitting a second restriction instruction to the vehicle that restricts the output of the unauthorized power storage device to a level that does not prohibit the output of the unauthorized power storage device; A vehicle management system configured to:

7. The control device When the vehicle has not received either the first restriction instruction or the second restriction instruction, a first value is set as an output upper limit value of the power storage device mounted on the vehicle; setting an output upper limit value of 0 W for the unauthorized power storage device so that output from the unauthorized power storage device is prohibited when the vehicle receives the first restriction instruction; when the vehicle receives the second restriction instruction and the outside air temperature of the vehicle is lower than a predetermined value, a second value that is greater than 0 W and smaller than the first value is set as the output upper limit value of the unauthorized power storage device; When the vehicle receives the second restriction instruction and the outside air temperature of the vehicle is equal to or higher than the predetermined value, a third value that is greater than 0 W and smaller than the second value is set as the output upper limit value of the unauthorized power storage device. The vehicle management system according to claim 6, configured to:

8. A vehicle management system as described in Claim 6, wherein the control device is configured to set an upper output limit value of the unauthorized power storage device when the vehicle receives the second restriction instruction so that the closer the vehicle gets to the authorized location, the higher the upper output limit value of the unauthorized power storage device becomes.

9. a vehicle including a power storage device, a motor generator, and a control device; A vehicle management system including a server configured to be able to communicate with the vehicle, the motor generator is configured to rotate drive wheels of the vehicle using electric power supplied from the power storage device; the control device is configured to transmit to the server each measurement result of the data related to the power storage device and the position of the vehicle together with a measurement time; The server storing the data regarding the power storage device received from the vehicle and the position of the vehicle together with the measurement time; determining whether the stored data relating to the storage device has become discontinuous due to replacement of the storage device; when it is determined that the data has become discontinuous due to replacement of the power storage device, determining whether the position of the vehicle at the time when the data became discontinuous was a predetermined regular location; limiting at least one of the vehicle speed, the output torque of the motor generator, and the rotation speed of the motor generator when the position of the vehicle at the time when the data becomes discontinuous is not the regular location; A vehicle management system configured to:

10. The data relating to the power storage device includes temperature data indicating a change in temperature of the power storage device, current data indicating a change in current of the power storage device, voltage data indicating a change in voltage of the power storage device, and remaining power data indicating a change in remaining power storage capacity of the power storage device, The vehicle management system of any one of claims 4 to 9, wherein the server is configured to determine that the data regarding the storage device has become discontinuous due to replacement of the storage device when multiple data among the temperature data, the current data, the voltage data, and the remaining storage capacity data become discontinuous at the same time.

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