Electric vehicle management method and management system

Abstract

To make it easier to provide a service according to an accident risk.SOLUTION: A method for managing an electric vehicle includes the steps of: acquiring battery data showing the state of a battery detected by a sensor provided in the battery for an electric vehicle which is allowed to travel by electric power from the battery; evaluating the accident risk of the electric vehicle by using the battery data when the electric vehicle is travelling; and providing a predetermined service (an insurance service and a lease service, for example) on the basis of the result of evaluation of the accident risk.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] This disclosure relates to a method and management system for electric vehicles, as well as a computer device. [Background technology]

[0002] Japanese Patent Publication No. 2020-177652 (Patent Document 1) discloses a technology in which a server that manages rental fees paid by users for the rental of a traction battery installed in a vehicle collects the full charge capacity of the battery from the vehicle and lowers the rental fee as the collected full charge capacity decreases. [Prior art documents] [Patent Documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2020-177652 [Overview of the project] [Problems that the invention aims to solve]

[0004] In recent years, systems have been proposed in which a server acquires vehicle behavior data (position, steering angle, vehicle speed, etc.) from a vehicle, which indicates the vehicle's behavior while driving. This data is then used to evaluate the vehicle's accident risk, and based on the evaluation results, a predetermined service (for example, advice on safe driving) is provided to the vehicle user.

[0005] However, the above system has a potential problem: because the server communicates wirelessly with the moving vehicle to acquire vehicle behavior data, the vehicles that can receive the service are limited to vehicles that can communicate wirelessly with the server (connected cars).

[0006] This disclosure was made to address the above-mentioned issues, and its purpose is to facilitate the provision of services tailored to accident risk. [Means for solving the problem]

[0007] In accordance with the first aspect of this disclosure, the following method for managing electric vehicles is provided.

[0008] (Paragraph 1) The method for managing the electric vehicle includes, for an electric vehicle configured to run using electricity from a battery, acquiring battery data indicating the state of the battery detected by a sensor installed on the battery, evaluating the accident risk of the electric vehicle using the battery data while the electric vehicle is running, and providing a predetermined service based on the results of the accident risk evaluation.

[0009] In electric vehicles (EVs) that are powered by batteries, battery data during operation (i.e., the state of the battery detected by sensors installed in the battery) tends to reflect the vehicle's behavior during operation. Battery data accumulated in an EVSE (Electric Vehicle Energy Storage) can be retrieved from the EV. Therefore, EVs can send battery data externally without using wireless communication. In the above method, accident risk is evaluated using battery data during operation for EVs. Therefore, EVs can receive services according to their accident risk, regardless of whether they have connected functions (wireless data communication functions during operation). This makes it easier to provide services according to the evaluated accident risk (i.e., evaluation results regarding safe driving). It becomes possible to provide services fairly not only to luxury cars with connected functions, but also to inexpensive cars without connected functions.

[0010] The accident risk indicates the likelihood that the vehicle will be involved in an accident in the future. The sensors installed in the battery may include at least one of a current sensor, a voltage sensor, and a temperature sensor. Examples of electric vehicles (xEVs) include BEVs (battery electric vehicles), HEVs (hybrid electric vehicles), PHEVs (plug-in hybrid electric vehicles), and FCEVs (fuel cell electric vehicles).

[0011] The electric vehicle management method described in paragraph 1 above may have the configuration described in any one of paragraphs 2 to 8 shown below.

[0012] (Section 2) The method described in Section 1 further has the following characteristics: The battery data includes battery temperature data detected by a sensor. The assessment of accident risk includes assessing that the shorter the period during which the battery temperature exceeds a standard value while the electric vehicle is running, the lower the accident risk.

[0013] The length of time during which the temperature of the drive battery of an electric vehicle exceeds a standard value tends to correlate with the frequency of acceleration and deceleration operations performed on the vehicle while it is in motion. Therefore, the above method makes it easier to appropriately assess the risk of accidents.

[0014] (3) The method described in paragraph 1 or 2 further has the following characteristics: The battery data includes battery current data detected by a sensor. The assessment of accident risk includes obtaining the frequency of sudden braking of the electric vehicle based on the battery charging current rate while the electric vehicle is running, and assessing that a lower frequency of sudden braking indicates a lower accident risk.

[0015] The charging current rate of the drive battery while an electric vehicle is running tends to correlate with the frequency of sudden braking (number of sudden brakes per unit period). Furthermore, the lower the frequency of sudden braking in a vehicle, the lower the risk of accidents. Therefore, the above method makes it easier to appropriately assess the accident risk of electric vehicles.

[0016] (Article 4) The method described in any one of paragraphs 1 to 3 further has the following characteristics: The battery data includes battery current data detected by a sensor. The assessment of accident risk includes obtaining the frequency of acceleration and deceleration of the electric vehicle based on the amount of battery current while the electric vehicle is running, and assessing that a lower frequency of acceleration and deceleration indicates a lower accident risk.

[0017] The amount of current flowing through the drive battery of an electric vehicle while it is running tends to correlate with the frequency of acceleration and deceleration (the number of accelerations and decelerations per unit period). Therefore, the above method makes it easier to appropriately assess the accident risk of electric vehicles.

[0018] (Paragraph 5) The method described in any one of paragraphs 1 to 4 further has the following characteristics: The specified service includes an insurance service relating to battery replacement. Providing the specified service includes evaluating the battery degradation risk using battery data and determining the insurance premium for the user of the electric vehicle to receive the insurance service. Determining the insurance premium includes determining the insurance premium for the coverage period using the accident risk and degradation risk evaluated based on battery data in an evaluation period set prior to the coverage period of the insurance service.

[0019] Batteries installed in electric vehicles can fail due to accidents or deteriorate with use. Batteries that can no longer perform adequately due to failure or deterioration can be replaced. The above insurance service makes it easier to replace batteries when they become necessary in electric vehicles. The above insurance service may provide the vehicle user with a replacement battery, for example, free of charge (or for a predetermined fee only). The above method allows for an appropriate assessment of the accident risk and battery deterioration risk of electric vehicles from battery data (i.e., the state of the battery detected by sensors installed in the battery). Since the above method does not require vehicle behavior data, it becomes possible to provide insurance services tailored to the accident risk and battery deterioration risk of electric vehicles with a small amount of data. Furthermore, by varying the insurance premium according to the accident risk and deterioration risk, it becomes easier to set appropriate insurance premiums.

[0020] (Item 6) The method according to Item 5 further has the following features. The above-mentioned predetermined service further includes a lease service for lending out batteries. Providing the above-mentioned predetermined service further includes obtaining the capacity maintenance rate of the battery using battery data, and determining the lease fee of the battery for the target period using the capacity maintenance rate of the battery and the insurance premium for the target period.

[0021] In the above method, in addition to the insurance service, a lease service is provided. Generally, the higher the capacity maintenance rate of the battery, the higher the value of the battery tends to be. According to the above method, it becomes easier to accurately determine the lease fee of the battery by using the capacity maintenance rate corresponding to the value of the battery and the insurance premium corresponding to the accident risk and deterioration risk.

[0022] (Item 7) The management method according to Item 6 further has the following features. The management method further includes prompting the user of the electric vehicle to replace the battery by the insurance service when the capacity maintenance rate of the battery becomes lower than a predetermined threshold value.

[0023] According to the above method, when the capacity maintenance rate of the battery mounted on the electric vehicle decreases, the user is prompted to replace the battery. Therefore, the user can easily use the electric vehicle for a long time by replacing the battery every time the capacity maintenance rate of the battery decreases.

[0024] (Item 8) The method according to any one of Items 1 to 7 further has the following features. The above-mentioned predetermined service includes a lease service for lending out batteries and an insurance service for compensating damages related to accidents of electric vehicles. Providing the above-mentioned predetermined service includes evaluating the value of the battery using battery data, determining the lease fee for the user of the electric vehicle to receive the above-mentioned lease service using the value of the battery, and determining the insurance premium for the user of the electric vehicle to receive the above-mentioned insurance service using the accident risk of the electric vehicle.

[0025] According to the above configuration, it becomes easier to accurately determine the lease fee and the insurance premium.

[0026] In one form, a program is provided that causes a computer to execute the electric vehicle management method described in any one of paragraphs 1 to 8. In another form, a computer device is provided that distributes the program.

[0027] In accordance with the second aspect of this disclosure, the following computer device is provided:

[0028] (Clause 9) The computer device comprises a processor and a storage device that stores a program that causes the processor to execute the electric vehicle management method described in any one of paragraphs 1 to 8.

[0029] According to the computer device described above, the aforementioned method for managing electric vehicles can be suitably executed.

[0030] In accordance with the third aspect of this disclosure, the following electric vehicle management system is provided.

[0031] (Clause 10) The electric vehicle management system comprises an electric vehicle configured to run using power from a battery, a power supply facility that supplies power to the electric vehicle, and the computer device described in paragraph 9. The computer device is configured to perform the management method described in any one of paragraphs 1 to 8 with respect to the electric vehicle. The electric vehicle is configured to transmit battery data recorded during the operation of the electric vehicle to the computer device by communicating with the computer device via the power supply facility while connected to the power supply facility.

[0032] According to the system described above, the aforementioned method for managing electric vehicles can be suitably implemented. [Effects of the Invention]

[0033] This disclosure will make it easier to provide services tailored to the risk of accidents. [Brief explanation of the drawing]

[0034] [Figure 1] This is a diagram illustrating the outline of the electric vehicle management system according to the embodiment of the present disclosure. [Figure 2] Figure 1 is a diagram illustrating the configuration of the electric vehicle shown. [Figure 3] This is a diagram illustrating the information managed by a computer device (server) according to an embodiment of the present disclosure. [Figure 4] This diagram illustrates a method for determining battery lease fees in an electric vehicle management method according to an embodiment of the present disclosure. [Figure 5] This flowchart shows the process related to determining lease fees in the electric vehicle management method according to the embodiment of this disclosure. [Figure 6] This flowchart shows the process related to battery management in the electric vehicle management method according to the embodiment of the present disclosure. [Figure 7] This flowchart shows the battery replacement process performed by the user terminal and the exchange station terminal of a battery lease vehicle in the electric vehicle management method according to the embodiment of the present disclosure. [Figure 8] This figure illustrates the configuration and operation of a switching station included in the management system according to an embodiment of the present disclosure. [Figure 9] This figure shows a modified example of the configuration shown in Figure 4. [Figure 10] Figure 5 shows a flowchart illustrating a modified version of the process shown. [Modes for carrying out the invention]

[0035] Embodiments of this disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals, and their descriptions will not be repeated.

[0036] Figure 1 is a diagram illustrating the overview of the electric vehicle management system according to this embodiment. The management system shown in Figure 1 includes a dealer 100, a battery exchange station (hereinafter referred to as "BSta") 200, a management center 500, and an insurance server 600.

[0037] The management center 500 is a server that provides leasing services related to automobiles. The management center 500 manages information related to leasing services. The management center 500 belongs to, for example, an automobile manufacturer. In this embodiment, the automobile manufacturer also acts as the leasing provider. The insurance server 600 is a server that provides insurance services. The insurance server 600 manages information related to insurance services. The insurance server 600 belongs to, for example, an insurance company. The insurance server 600 works in conjunction with the management center 500 to provide insurance services related to batteries leased through the above-mentioned leasing service.

[0038] The insurance service described above is an insurance service relating to battery replacement, and more specifically, a service that exempts users from at least part of their liability for damages caused by deterioration or failure of a rented battery. Hereafter, this insurance relating to battery replacement will also be referred to as "battery insurance." In this embodiment, by being covered by battery insurance, the user is completely exempted from liability to the battery owner (leasing company). More specifically, when a user deteriorates or fails a rented battery, they can be covered by battery insurance and receive a replacement battery free of charge. For example, with BSta200, a user can remove a deteriorated or failed battery from their vehicle and install a new battery (a less deteriorated battery) provided by BSta200 into the vehicle. However, users who have taken out battery insurance are not always guaranteed coverage. Users who have taken out battery insurance are only eligible for coverage if they meet the specified replacement requirements. The replacement requirements will be described later (see S410 in Figure 7).

[0039] The above-mentioned leasing service employs multiple types of leases, including partial leases and full leases. A partial lease is a lease that leases only the drive battery. Users who lease a battery under a partial lease are responsible for providing the rest of the vehicle (the body) excluding the battery. Users can then install the battery they leased from the leasing company into their own vehicle. The xEV becomes drivable once the battery is installed in the vehicle. When the partial lease contract ends, the user returns only the battery to the leasing company. On the other hand, a full lease is a lease that leases the entire vehicle (i.e., both the body and the battery). When the full lease contract ends, the user returns not only the battery but the entire vehicle to the leasing company.

[0040] Dealer 100 includes server 150. Automobile manufacturers sell or lease vehicles through Dealer 100. Dealer 100 not only sells vehicles manufactured by automobile manufacturers but also provides the aforementioned leasing services. Server 150 manages information (vehicle information) about vehicles sold or leased by Dealer 100, distinguishing them by vehicle ID. Server 150 then transmits the latest vehicle information to Management Center 500 in response to requests from Management Center 500 or whenever the vehicle information is updated. Dealer 100 leases at least one of the vehicle body and battery provided by the automobile manufacturer. For example, Dealer 100 may lease the battery 12A of vehicle 10A shown in Figure 1 to a user using a partial lease scheme. In this case, vehicle 10A corresponds to a partially leased vehicle (hereinafter sometimes referred to as "vehicle A"), and the vehicle body 11A of vehicle 10A becomes the user's property. The battery 12A of vehicle 10A is provided to the user through a lease and becomes the property of the automobile manufacturer. Alternatively, dealer 100 may lease vehicle 10B, shown in Figure 1, to the user through a full lease arrangement. In this case, vehicle 10B corresponds to a fully leased vehicle (hereinafter sometimes referred to as "vehicle B"). The entirety of vehicle 10B (body 11B and battery 12B) is provided to the user through a lease and becomes the property of the automobile manufacturer. Alternatively, dealer 100 may sell vehicle 10C, shown in Figure 1, to the user. In this case, vehicle 10C corresponds to a vehicle for sale (hereinafter sometimes referred to as "vehicle C"). The entirety of vehicle 10C (body 11C and battery 12C) is sold to the user and becomes the property of the user.

[0041] In this embodiment, the insurance server 600 provides insurance services for vehicle repairs in addition to the insurance services for the replacement of the energy storage device described above. The insurance service for vehicle repairs is a service that exempts the user from at least part of the liability for damage or malfunction of the rented vehicle. Hereinafter, this insurance for vehicle repairs will also be referred to as "vehicle insurance". In this embodiment, the user of vehicle A subscribes to battery insurance but not vehicle insurance. The user of vehicle B subscribes to both battery insurance and vehicle insurance. Since the above battery insurance and vehicle insurance are for leases, the user of a purchased vehicle (vehicle C) does not subscribe to either battery insurance or vehicle insurance.

[0042] In this embodiment, the insurance premium for lease insurance is included in the lease fee. A vehicle user who enters into a lease agreement with a leasing company can receive the aforementioned lease and insurance services for a predetermined unit period by paying the lease fee for that unit period. As will be described in detail later, in this embodiment, the lease fee for each unit period is determined by the management center 500 (see Figure 5). The period for which the fee for receiving the service is paid corresponds to the service coverage period. Hereinafter, the coverage period common to both lease and insurance services will be referred to as the "lease coverage period". In this embodiment, the length of the lease coverage period (unit period) is set to one month.

[0043] BSta200 is configured to perform battery replacement for vehicles (e.g., for xEVs). BSta200 includes a server 250. The electric vehicle management system according to this embodiment includes multiple BSta200s. These BSta200s are installed at each location within the jurisdiction so as to establish a network of battery replacement locations covering the entire jurisdiction of the management system. Each BSta200 may also function as a vehicle repair shop. Each BSta200 may be configured to perform vehicle body repairs. Furthermore, although Figure 1 shows only one dealer 100, the management system may include multiple dealers 100. These dealers 100s may be installed at each location within the jurisdiction so as to establish a network of sales / leasing locations covering the entire jurisdiction of the management system. Dealers 100 and BSta200 may be installed in the same location (or nearby).

[0044] The management center 500 comprises a processor 510, a storage device 520, and a communication module 530. The insurance server 600 comprises a processor 610, a storage device 620, and a communication module 630. Each of the processors 510 and 610 includes, for example, a CPU (Central Processing Unit). Each of the storage devices 520 and 620 is configured to store stored information. Each of the storage devices 520 and 620 may include an HD (hard disk) drive or an SSD (solid state drive). Each of the communication modules 530 and 630 is connected to a communication network NW, for example, by a wired connection. Also, each of the servers 150 and 250 is connected to a communication network NW, for example, by a wired connection. The management center 500, the insurance server 600, server 150, and server 250 are configured 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.

[0045] In the following, the vehicle provided by Dealer 100 may be referred to as "Vehicle 10". Vehicle 10 in this embodiment is one of Vehicles A, B, or C shown in Figure 1. Figure 2 is a diagram illustrating the configuration of Vehicle 10.

[0046] Referring to Figure 2, the vehicle 10 comprises a vehicle body 11 and a battery 12 mounted on the vehicle body 11. The vehicle 10 is configured to run using electricity from the battery 12. The vehicle 10 is, for example, a BEV without an internal combustion engine. As the battery 12, a known vehicle energy storage device (e.g., a liquid-type secondary battery or an all-solid-state secondary battery) can be used. Examples of vehicle secondary batteries include lithium-ion batteries and nickel-metal hydride batteries. Multiple secondary batteries may form a battery pack.

[0047] The vehicle body 11 comprises an ECU 111, an inlet 112, a charger 113, a BMS (Battery Management System) 114, a drive unit 116, and a communication device 118. The vehicle body 11 also comprises a Human Machine Interface (HMI), which is not shown. The ECU 111 comprises a processor 111a and a storage device 111b. The storage device 111b stores the program executed by the processor 111a. ECU stands for Electronic Control Unit. Power is supplied to the control system of the vehicle 10 (including the ECU 111) from an auxiliary battery, which is not shown.

[0048] EVSE stands for Electric Vehicle Supply Equipment. The EVSE20 is configured to supply power to an electric vehicle. The main body of the EVSE20 incorporates a control unit 21 and a circuit unit 22. The EVSE20 further includes a charging cable 23 extending outward from the main body of the EVSE20. The EVSE20 outputs AC (alternating current) power, for example. However, it is not limited to this, and the EVSE20 may also output DC (direct current) power.

[0049] The charging cable 23 has a connector 24 at its end and contains communication lines and power lines internally. The communication lines of the charging cable 23 are electrically connected to the control unit 21. The control unit 21 includes a processor, a memory device, and a communication module and is connected to a communication network NW, for example, by wire. The control unit 21 is configured to communicate with the management center 500. The power lines of the charging cable 23 are electrically connected to the circuit unit 22. The circuit unit 22 includes a circuit for supplying power to the vehicle 10 and is electrically connected to the power grid PG. The power grid PG is a power grid constructed by power transmission and distribution equipment. The power grid PG may be a commercial power source.

[0050] The inlet 112 is configured to allow the connector 24 (tip) of the charging cable 23 to be detachably attached. When the connector 24 of the charging cable 23, which is connected to the main body of the EVSE 20, is connected to the inlet 112 of the parked vehicle 10, the vehicle 10 becomes electrically connected to the EVSE 20 (plugged in). On the other hand, for example, when the vehicle 10 is in motion, the vehicle 10 becomes unconnected to the EVSE 20 (plugged out). The EVSE 20 further includes a connection detection circuit (not shown) that detects the state of the connector 24 (plugged in / plugged out).

[0051] The EVSE 20 and the power grid PG are electrically connected. Therefore, the plugged-in vehicle 10 is electrically connected to the power grid PG. When the plugged-in vehicle 10 performs external charging (charging the battery 12 with power from outside the vehicle), the power supplied from the power grid PG is output to the connector 24 via the circuit section 22 of the EVSE 20 and input to the inlet 112. The charger 113 then uses the power supplied from the inlet 112 to generate charging power according to instructions from the ECU 111 and inputs the generated charging power to the battery 12. The charger 113 includes a power conversion circuit (for example, at least one of a DC / DC conversion circuit and an AC / DC conversion circuit) and generates charging power using such a circuit. Note that the configuration of the vehicle 10 may be modified to enable external power supply (power supply from the battery 12 to the outside of the vehicle). For example, the charger 113 may be changed to a charger / discharger.

[0052] The battery 12 is equipped with a BMS 114. The BMS 114 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 ECU 111. The ECU 111 controls the charger 113 while checking the state of the battery 12 during charging based on the detection signals from the BMS 114. The ECU 111 also sequentially acquires the state of the battery 12 (e.g., temperature, current, and SOC) based on the detection signals from the BMS 114, and records the obtained battery data in the storage device 111b, linked to the detection time.

[0053] The ECU 111 records the battery data during the period from when the vehicle 10's control system (including the ECU 111) is started until it is stopped (including when the vehicle 10 is stationary and when it is in motion). The battery data recorded in the storage device 111b shows the history of the battery 12's state. SOC (State of Charge) indicates the remaining charge and corresponds to the ratio of the current charge to the charge when fully charged. As a method for measuring SOC, known methods such as the current integration method or the OCV (open circuit voltage) estimation method can be used.

[0054] The drive unit 116 includes an MG (Motor Generator) and a circuit (PCU: Power Control Unit) for driving the MG. The MG functions as the driving motor for the vehicle 10. The MG is driven by the PCU and rotates the drive wheels of the vehicle 10. The MG also performs regenerative power generation when the vehicle 10 is braking (decelerating) and outputs the generated power to the battery 12. The PCU includes, for example, an inverter and a DC / DC converter. The PCU is controlled by the ECU 111 and drives the MG using power supplied from the battery 12. The number of driving motors that the vehicle 10 has is arbitrary.

[0055] The communication device 118 includes a communication interface for communicating with the EVSE 20 (control unit 21). The communication device 118 further includes a communication interface for wireless communication with the mobile terminal 30. The ECU 111 communicates with external devices through the communication device 118. The vehicle 10 according to this embodiment is not a connected car and is configured not to wirelessly communicate with an external server (such as a management center 500) while driving. However, the vehicle 10 (ECU 111) is configured to communicate with the management center 500 via the EVSE 20 when connected to the EVSE 20 (power supply equipment) (plug-in state). The ECU 111 may also communicate with the control unit 21 of the EVSE 20 via a battery ECU (an on-board ECU that handles battery data), which is not shown. For example, after the external charging of the battery 12 using the EVSE 20 is completed and before the plug-out state is reached, the ECU 111 communicates with the management center 500 via the EVSE 20 to transmit battery data (history of the battery 12's state) recorded while the vehicle 10 was running to the management center 500 (see Figure 6 described later).

[0056] The mobile terminal 30 is configured to be portable by the user. The mobile terminal 30 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 30. The smartphone has a built-in computer and a speaker function. However, it is not limited to this, and for example, a laptop, tablet, portable game console, wearable device (smartwatch, smart glasses, smart gloves, etc.), and electronic key can also be used as the mobile terminal 30.

[0057] The mobile terminal 30 has application software (hereinafter referred to as "mobile app") installed for using the services provided by the management center 500. The mobile app links the identification information (terminal ID) of the mobile terminal 30 with the identification information (vehicle ID) of the corresponding vehicle 10 and registers it with the management center 500. The mobile terminal 30 can exchange information with the management center 500, insurance server 600, server 250, and server 150 through the mobile app.

[0058] Figure 3 is a diagram illustrating the information managed by the management center 500 according to this embodiment. Referring to Figure 3, the management center 500 has pre-registered identification information (vehicle ID) for each vehicle sold or leased by the dealer 100. The vehicle ID may also be a VIN (Vehicle Identification Number). The storage device 520 (Figure 1) of the management center 500 stores information about each vehicle (vehicle information), distinguishing it by the vehicle ID. Furthermore, the management center 500 manages the data included in the vehicle information by distinguishing it according to the evaluation period set for the lease period (for example, the month before the lease period). Therefore, the management center 500 can calculate the insurance premium and lease fee for the lease period based on the evaluation period data.

[0059] Vehicle information includes usage pattern information, user terminal information, battery information, accident risk information, deterioration risk information, and fee information.

[0060] The usage information indicates the usage pattern of the vehicle. In this embodiment, the usage information indicates one of the usage patterns of vehicle A (partially leased vehicle), vehicle B (fully leased vehicle), or vehicle C (purchased vehicle). The user terminal information indicates the identification information and communication address of the user terminal (e.g., mobile terminal 30) for each vehicle.

[0061] Battery information refers to information about the battery installed in the vehicle. Battery information includes specifications (e.g., initial capacity, charge performance, and discharge performance), battery data, and State of Health (SOH).

[0062] Battery data is data indicating the state of the battery as detected by sensors installed on the battery. In this embodiment, the data indicating the state of the battery as detected by the BMS114 (Figure 2) corresponds to battery data. That is, battery data is detected by the vehicle 10, transmitted from the vehicle 10 to the management center 500 via the EVSE20, and stored in the storage device 520. Battery data includes, for example, current data showing the trend of the current of the battery 12 (e.g., a "battery current-time" graph), stored charge data showing the trend of the State of Charge (SOC) of the battery 12 (e.g., a "battery SOC-time" graph), and temperature data showing the trend of the temperature of the battery 12 (e.g., a "battery temperature-time" graph) (see Figure 2).

[0063] The management center 500 uses the battery data acquired from the vehicle 10 to calculate the State of Health (SOH) of the battery 12 installed in the vehicle 10. SOH indicates the health or degradation of the battery. Examples of SOH include capacity retention rate and internal resistance. The higher the internal resistance of the battery, the greater the degree of battery degradation. The lower the capacity retention rate of the battery, the greater the degree of battery degradation. In this embodiment, the capacity retention rate is used as the SOH.

[0064] Accident risk information corresponds to information regarding the accident risk of a vehicle. Accident risk information shows various accident factor parameters and the accident risk corresponding to those accident factor parameters. Accident risk indicates the likelihood of a vehicle being involved in an accident in the future. A lower accident risk for a vehicle means a lower probability of that vehicle being involved in an accident. The management center 500 obtains accident factor parameters using the aforementioned battery data acquired from the vehicle 10. Specific examples of accident factor parameters will be described later (see Figure 4).

[0065] Degradation risk information corresponds to information regarding the degradation risk of the battery. Degradation risk information shows various degradation factor parameters and the degradation risk corresponding to those degradation factor parameters. Degradation risk indicates the likelihood that the energy storage device will degrade in the future. The lower the degradation risk of the energy storage device, the less likely it is that the device will degrade. The management center 500 obtains the degradation factor parameters using the aforementioned battery data obtained from the vehicle 10. Specific examples of degradation factor parameters will be described later (see Figure 4).

[0066] The fee information corresponds to information about the fees that a vehicle user pays to the automobile manufacturer. The fee information includes insurance premiums and lease fees. Insurance premiums include battery insurance premiums. Battery insurance premiums correspond to the fees that a vehicle user pays to receive insurance services related to battery replacement. Lease fees include battery lease fees. Battery lease fees correspond to the fees that a vehicle user pays to borrow and use a battery from the battery owner. In this embodiment, fees are counted in points (pt). A higher number of points means a higher fee. Points may be treated like a virtual currency, or they may be convertible into a common currency (e.g., dollars, yuan, won, or yen). Points may also be convertible into goods or rights (e.g., the right to receive services commensurate with the number of points).

[0067] The electric vehicle management system according to this embodiment includes multiple dealers 100 (including a server 150), multiple BSta 200 (including a server 250), and multiple EVSE 20, and the management center 500 is configured to communicate with all of these. Furthermore, the management center 500 is configured to communicate with the plugged-in vehicle 10 via the EVSE 20. In addition, the management center 500 is configured to communicate with the user terminal (mobile terminal 30) for each vehicle.

[0068] Figure 4 is a diagram illustrating the method for calculating the battery lease fee. Referring to Figure 4, the storage device 520 (Figure 1) of the management center 500 stores maps 501 to 504, 506, and 507. The management center 500 also includes an adder 505. The adder 505 may be implemented by a program or by an electronic circuit. The management center 500 can obtain the lease fee for a battery 12 in a vehicle 10 (hereinafter referred to as the "battery lease vehicle") that has been leased through the aforementioned lease service, by the method described below. The battery lease vehicle is either vehicle A or vehicle B shown in Figure 1. Hereinafter, the battery lease vehicle in question will be referred to as the "target vehicle".

[0069] The management center 500 uses battery data acquired from the target vehicle (for example, current data, charge amount data, and temperature data shown in Figure 2) to determine accident cause parameters (P A -1,P A -2,···,P A The following are used as accident factor parameters: the period during which the temperature of the battery 12 exceeds a predetermined standard value while the vehicle is in motion (hereinafter referred to as the "acceleration / deceleration period"), the number of times the current of the battery 12 increases from a stable state to a charging current rate (charging speed) of a predetermined rate or higher while the vehicle is in motion (hereinafter referred to as the "number of regenerative charging cycles"), and the cumulative current of the battery 12 while the vehicle is in motion (hereinafter referred to as the "current during driving"). In this embodiment, three accident factor parameters are shown as examples, but the number of accident factor parameters can be changed as appropriate.

[0070] If the driver frequently performs acceleration or deceleration operations (accelerator or brake operation) while the vehicle is in motion, the temperature of the vehicle's battery 12 tends to rise. In this embodiment, the acceleration / deceleration period indicates the frequency of acceleration / deceleration operations on the vehicle while it is in motion. The predetermined reference value is set in advance according to the characteristics of the vehicle so that the frequency of acceleration / deceleration operations on the vehicle corresponds to the acceleration / deceleration period.

[0071] When the driver applies the brakes suddenly while the target vehicle is in motion, the regenerative current tends to increase the charging current rate of the target vehicle's battery 12. In this embodiment, the number of regenerative charging cycles indicates the number of sudden braking cycles. The predetermined rate is set in advance according to the characteristics of the target vehicle so that the number of sudden braking cycles in the target vehicle corresponds to the number of regenerative charging cycles. The number of sudden braking cycles per unit period corresponds to the frequency of sudden braking. The management center 500 can obtain the current rate by differentiating the current data in the battery data with respect to time.

[0072] The more the driver accelerates or decelerates the vehicle while it is in motion, the more the current flowing through the battery 12 of the vehicle tends to increase. The above-mentioned current flowing through the vehicle is the sum of the discharge current (absolute value) and charge current (absolute value) of the battery 12 while the vehicle is in motion. The more frequently the vehicle accelerates or decelerates, the greater the above-mentioned current flowing through the vehicle.

[0073] Map 501 includes multiple maps. A map is provided for each accident factor parameter. All of these maps define a relationship in which the accident risk increases as the accident factor parameter increases. In the relationship defined by each map, the accident risk increases continuously or intermittently as the accident factor parameter increases. When a value for an accident factor parameter is input to each map, it outputs the increase in accident risk caused by that accident factor parameter. In this embodiment, Map 501 outputs a lower accident risk as the input acceleration / deceleration period is shorter, the input number of regenerative charging cycles is fewer, and the input amount of current during driving is lower. Map 501 obtains the increase in accident risk for each accident factor parameter and outputs the accident risk including all increases caused by these accident factor parameters.

[0074] The accident risk output from map 501 may be the standard value of accident risk plus the risk increase due to accident factor parameters. The standard value of accident risk may be the standard accident risk (for example, the average value for all users) or it may be "0". The accident risk output from map 501 is input to map 502. Map 502 then outputs the insurance premium increase corresponding to the input accident risk. Map 502 defines a relationship where the higher the accident risk, the higher the insurance premium. Map 502 outputs a larger insurance premium increase to adder 505 for higher accident risks input from map 501.

[0075] The management center 500 uses battery data acquired from the target vehicle (for example, current data, charge amount data, and temperature data shown in Figure 2) to determine degradation factor parameters (P B -1,P B -2,···,P BThe -N) value is determined. In this embodiment, the following degradation factor parameters are adopted: the period during which the current of the battery 12 exceeds the first degradation threshold (hereinafter referred to as the "overcurrent period"), the period during which the State of Charge (SOC) of the battery 12 is equal to or greater than the second degradation threshold (hereinafter referred to as the "high SOC period"), and the period during which the temperature of the battery 12 exceeds the third degradation threshold (hereinafter referred to as the "high temperature period"). The first degradation threshold corresponds to the upper limit of the recommended current range for the battery 12. When the current flowing through the battery 12 (charging current or discharging current) exceeds the first degradation threshold, the degradation of the battery 12 is accelerated. The second degradation threshold corresponds to the lower limit of the high SOC range during which battery degradation is accelerated. The second degradation threshold may be, for example, around 80%. The third degradation threshold corresponds to the upper limit of the recommended temperature range for the battery 12. When the temperature of the battery 12 exceeds the third degradation threshold, the degradation of the battery 12 is accelerated. The first to third degradation thresholds are set in advance according to the characteristics of the battery 12. In this embodiment, three degradation factor parameters are illustrated, but the number of degradation factor parameters can be changed as appropriate.

[0076] Map 503 includes multiple maps. A map is provided for each degradation factor parameter. Each of these maps defines a relationship in which the degradation risk increases as the degradation factor parameter increases. In the relationship defined by each map, the degradation risk increases continuously or intermittently as the degradation factor parameter increases. When a value for a degradation factor parameter is input to each map, it outputs the increase in degradation risk caused by that degradation factor parameter. In this embodiment, for each of the overcurrent period, high SOC period, and high temperature period, map 503 outputs a lower degradation risk as the input value (period length) decreases. Map 503 obtains the increase in degradation risk for each degradation factor parameter and outputs the degradation risk including all increases caused by these degradation factor parameters.

[0077] The degradation risk output from map 503 may be the baseline degradation risk plus the risk increase due to the degradation factor parameter. The baseline degradation risk may be the standard degradation risk (for example, the average value for all users) or it may be "0". The degradation risk output from map 503 is input to map 504. Map 504 then outputs the premium increase corresponding to the input degradation risk. Map 504 defines a relationship where the higher the degradation risk, the higher the premium. Map 504 outputs a larger premium increase to adder 505 for higher degradation risks input from map 503.

[0078] The adder 505 outputs the sum of the predetermined base insurance premium, the premium increase input from map 502, and the premium increase input from map 504 to map 507 as the battery insurance premium.

[0079] The management center 500 determines the State of Health (SOH) of battery 12 based on battery data acquired from the target vehicle. The SOH corresponds to the ratio of the current capacity to the capacity in the initial state (undegraded state). The management center 500 can calculate the SOH based on the current capacity of battery 12 (amount of stored energy in a fully charged state) indicated by the battery data.

[0080] The management center 500 inputs the obtained SOH value into map 506. Map 506 outputs the battery value corresponding to the input SOH. Map 506 defines a relationship where the lower the SOH, the lower the battery value. Map 506 outputs the battery value corresponding to the SOH to map 507. In this embodiment, the management center 500 evaluates the battery value based solely on SOH (capacity retention rate). However, it is not limited to this, and the management center 500 may further evaluate the value of the battery 12 installed in the target vehicle using other information (for example, market value of the battery) in addition to SOH.

[0081] Map 507 defines the relationship between the battery value, battery insurance premium, and battery lease fee. Map 507 outputs a higher battery lease fee as the battery value and battery insurance premium increase. For example, Map 507 outputs the battery lease fee (pt / month) as the sum of the battery value (pt / month) input from Map 506 and the battery insurance premium (pt / month) input from Adder 505. In this embodiment, Map 507 functions as an adder. However, it is not limited to this, and Map 507 may calculate the battery lease fee according to the battery value and insurance premium according to a complex relational expression including various coefficients.

[0082] Each map shown in Figure 4 only needs to define the relationship between input and output values, and may be expressed by mathematical formulas. The management center 500 may be configured to update each map shown in Figure 4. This makes it possible to easily revise insurance premiums and lease rates.

[0083] When dealer 100 sells or leases a vehicle, contract information regarding that vehicle (e.g., usage information and specification information) is entered into server 150 and transmitted from server 150 to management center 500. In this embodiment, unless the contracting party (vehicle user) requests termination, the contract details (including lease fees) for the next lease period are determined each time the lease period expires, and the lease contract is automatically renewed. When it is time to renew the lease contract, the management center 500 determines the lease fee. Server 150 manages the lease period for each vehicle, and when the lease period for any vehicle expires, it may request the management center 500 to determine the lease fee for that vehicle. In response to the request from server 150, the management center 500 may initiate a series of processes shown in Figure 5, which will be described below.

[0084] Figure 5 is a flowchart illustrating the process for determining lease fees. Hereafter, each step in the flowchart will be simply referred to as "S". The management center 500 determines the lease fee (including insurance premiums) for the lease period using data from the evaluation period set before the lease period, through the series of processes shown in Figure 5. In this embodiment, the evaluation period is the month preceding the lease period (the month immediately before the lease period). The management center 500 executes the series of processes shown in Figure 5, for example, when the lease period has elapsed and the next lease period has begun. The elapsed lease period corresponds to the evaluation period for the next lease period. In the series of processes shown in Figure 5, the vehicle related to the renewed lease contract is referred to as the "subject vehicle". The subject vehicle is either vehicle A or B (Figure 1).

[0085] Referring to Figure 5, in S110, the management center 500 reads the latest battery lease fee for the target vehicle from the storage device 520 based on the identification information (vehicle ID) of the target vehicle. As will be described in detail later, each time the management center 500 receives the latest battery data from the vehicle 10, it calculates the accident risk, degradation risk, and battery lease fee based on the battery data for the evaluation period for the next lease period, using the process in S22 of Figure 6, which will be described later, and updates the battery lease fee in the storage device 520. In S22 of Figure 6, the battery lease fee corresponding to the battery data for the evaluation period is obtained using the configuration shown in Figure 4.

[0086] In the subsequent S120, the management center 500 uses the usage information (Figure 3) in the storage device 520 to determine whether the target vehicle is vehicle A (partially leased vehicle). If the target vehicle is vehicle A (YES in S120), the management center 500 determines in S130 that the battery lease fee obtained in S110 is the lease fee for the target vehicle. The process then proceeds to S150.

[0087] If the vehicle in question is Vehicle B (a fully leased vehicle) (NO in S120), the management center 500 determines the vehicle lease fee, including the vehicle insurance premium, in S141 based on the accident risk. For example, the lower the accident risk, the lower the vehicle lease fee. However, this is not the only method, and the method of determining the vehicle lease fee is arbitrary. The vehicle lease fee may also be a fixed amount. Subsequently, the management center 500 determines the vehicle lease fee in S142. The vehicle lease fee is the sum of the battery lease fee (S110) and the vehicle lease fee (S141). The process then proceeds to S150.

[0088] In S150, the management center 500 determines the threshold for battery replacement (hereinafter referred to as "BTh"). BTh indicates the timing for battery replacement. BTh is set to prevent the battery 12 from degrading too much. BTh may be a fixed value or a variable value. In this embodiment, in S150, the management center 500 reads the latest degradation risk from the storage device 520 and sets BTh higher the higher the degradation risk of the battery 12. The higher the degradation risk, the faster the battery 12 degrades, and the higher BTh, the more likely it is that battery replacement will be performed sooner. By setting BTh higher when the degradation risk of the battery 12 is high, it is possible to suppress the battery 12 from degrading too much. After that, the process proceeds to S160.

[0089] In S160, the management center 500 stores the lease fee and BTh determined by the above process in the storage device 520, linked to the identification information (vehicle ID) of the target vehicle, and transmits it to the server 150. Specifically, for vehicle A, the lease fee (battery lease fee) and BTh determined in S130 and S150 are stored and transmitted. For vehicle B, the vehicle lease fee and BTh determined in S142 and S150 are stored and transmitted.

[0090] Figure 6 is a flowchart showing the processes related to vehicle management (particularly battery management) performed by the management center 500, as well as the battery leased vehicles and their user terminals.

[0091] The ECU111 of the battery lease vehicles (vehicles A and B) repeatedly executes the series of processes S11 to S15 described below during the period from when the vehicle's control system (including the ECU111) is started until it is stopped (including when the vehicle is stationary and when it is in motion). In the series of processes shown in Figure 6, the battery lease vehicle that performs these processes is referred to as the "target vehicle".

[0092] In S11, the ECU 111 records the battery data acquired by the BMS 114 (for example, temperature, current, and SOC data shown in Figure 2) in the storage device 111b, linking it to the detection time. Subsequently, in S12, the ECU 111 determines whether the target vehicle is performing external charging using the EVSE 20. If the target vehicle is undergoing external charging (YES in S12), the process proceeds to S13. The fact that the target vehicle is undergoing external charging means that the target vehicle is in a plugged-in state.

[0093] In S13, the ECU 111, similar to S11, records the battery data acquired by the BMS 114 in the storage device 111b, linked to the detection time. In S13, battery data during external charging is recorded in the storage device 111b. Subsequently, in S14, the ECU 111 determines whether or not external charging has finished. If external charging is in progress, S14 determines NO, and S13 and S14 are repeated. When external charging is finished (YES in S14), in S15, the ECU 111 communicates with the management center 500 via the EVSE 20, transmitting the battery data recorded in the storage device 111b, along with the vehicle identification information (vehicle ID), to the management center 500. Through this process in S15, the battery data recorded in the storage device 111b from the previous transmission (S15) to the current transmission (S15) is transmitted to the management center 500. The battery data transmitted in S15 includes both the battery data recorded in S11 (e.g., battery data while stationary and while driving) and the battery data recorded in S13 while externally charging. In addition, in S15, the identification information and location information of the EVSE20 that mediates the communication are also transmitted to the management center 500.

[0094] Once the process in S15 is executed, the process returns to the first step (S11). Similarly, if it is determined that the target vehicle is not being externally charged (NO in S12), the process also returns to S11. In other words, when the target vehicle is not being externally charged, S11 is repeated. This ensures that the battery data of the target vehicle is recorded in the storage device 111b through the process in S11, whether the vehicle is stationary or in motion.

[0095] When the management center 500 receives the battery data (S15) from the target vehicle, it starts a series of processes from S21 to S25. In S21, the management center 500 stores the latest battery data received from the target vehicle in the storage device 520, linked to the target vehicle's identification information (vehicle ID). In the subsequent S22, the management center 500 uses the evaluation mechanism (various maps, etc.) shown in Figure 4 to determine the accident risk, degradation risk, SOH, and battery lease fee according to the battery data in the storage device 520, and stores the obtained vehicle information in the storage device 520, linked to the target vehicle's identification information (vehicle ID) along with the current time.

[0096] In S22, the management center 500 evaluates the accident risk of the target vehicle using battery data (including the most recent battery data) stored in the storage device 520, specifically the battery data for the evaluation period set for the next lease term (particularly battery data during the vehicle's operation). More specifically, the management center 500 evaluates that the shorter the acceleration / deceleration period (the period during which the battery temperature 12 exceeds a standard value while the vehicle is in operation), the lower the accident risk. The management center 500 also obtains the number of regenerative braking cycles, which indicates the frequency of sudden braking of the target vehicle, based on the charging current rate of the battery 12 while the vehicle is in operation, and evaluates that the lower the frequency of sudden braking (number of regenerative braking cycles) obtained, the lower the accident risk. Furthermore, the management center 500 obtains the amount of current during operation, which indicates the frequency of acceleration / deceleration of the target vehicle while it is in operation, and evaluates that the lower the frequency of acceleration / deceleration (amount of current during operation) obtained, the lower the accident risk. Note that the method of evaluating accident risk is not limited to the above. The parameters related to safe driving included in the battery data during driving are not limited to the acceleration / deceleration period, regenerative charging cycles, and current flow rate during driving, and can be changed or added as appropriate.

[0097] Furthermore, in S22, the management center 500 evaluates the degradation risk of the vehicle's battery 12 using battery data (including battery data during stationary, driving, and external charging) from the battery data stored in the storage device 520 (including the latest battery data mentioned above) for the evaluation period set for the next lease period. Specifically, the management center 500 evaluates that the shorter the overcurrent period, the lower the degradation risk. The management center 500 evaluates that the shorter the high SOC period, the lower the degradation risk. The management center 500 evaluates that the shorter the high temperature period, the lower the degradation risk. Note that the method of evaluating degradation risk is not limited to the above. For example, the shorter the time during the evaluation period when the battery temperature is outside a predetermined temperature range (e.g., the normal operating range), the lower the degradation risk may be evaluated. Also, the shorter the time during the evaluation period when the battery current rate is above a predetermined value, the lower the degradation risk may be evaluated. Furthermore, the degradation risk may be evaluated using only battery data during driving.

[0098] Furthermore, in S22, the management center 500 uses all battery data stored in the storage device 520 (data from when the battery 12 was put into use in the target vehicle to the present) to determine the current capacity of the battery 12 of the target vehicle, and calculates the State of Health (SOH) based on the obtained current capacity.

[0099] Furthermore, the management center 500 uses maps 502, 504 and adder 505 shown in Figure 4 to obtain battery insurance premiums corresponding to the accident risk and degradation risk evaluated as described above. The management center 500 also uses map 506 shown in Figure 4 to obtain the value (current value) of battery 12 corresponding to the SOH calculated as described above. Finally, the management center 500 uses map 507 shown in Figure 4 to obtain battery lease fees corresponding to the battery value and battery insurance premiums.

[0100] As a result of the processing in S22, when the latest accident risk, degradation risk, SOH, and battery lease fee are stored in the storage device 520, the management center 500 then determines in S23 whether the SOH (saturation of capacity) of the battery 12 installed in the target vehicle has reached BTh (S150 in Figure 5). If the capacity of battery 12 obtained in S22 is less than or equal to BTh, S23 is determined to be YES, and the processes in S24 and S25 described below are executed. On the other hand, if the capacity of capacity is higher than BTh (NO in S23), the processes in S24 and S25 are not executed, and the series of processes from S21 to S25 ends. The management center 500 may also determine in S23 to be YES if it is determined from the latest battery data that battery 12 is faulty.

[0101] In S24, the management center 500 authorizes the servers 250 of one or more BSt200 located around the target vehicle to replace the battery 12 installed in the target vehicle. Specifically, the management center 500 identifies the location of the target vehicle based on the location information of the EVSE 20. The one or more BSt200 located around the target vehicle may be the BSt200 closest to the location of the target vehicle (location of the EVSE 20), or it may be at least one BSt200 located within a predetermined distance from the location of the target vehicle. The management center 500 transmits a replacement authorization signal containing the identification information (vehicle ID) of the target vehicle to the servers 250 of one or more BSt200 located around the target vehicle. This replacement authorization signal authorizes the BSt200 to replace the battery of the target vehicle. The server 250 identifies the vehicle to be replaced based on the vehicle ID included in the replacement authorization signal. The vehicle ID included in the replacement authorization signal is registered with the server 250, and the battery replacement of the target vehicle indicated by the vehicle ID is reserved with the server 250. Server 250 can perform the scheduled battery replacement by the process shown in Figure 7, described later. However, if the battery replacement is not performed even after a predetermined period has elapsed since the battery replacement was scheduled, the reservation may be canceled.

[0102] In the subsequent S25, the management center 500 sends a notification (hereinafter referred to as the "replacement notification") to the user terminal (mobile terminal 30) of the vehicle in question, prompting the user to replace the battery through the insurance service. Once the process in S25 is executed, the series of processes from S21 to S25 is completed.

[0103] When the mobile terminal 30, which corresponds to the user terminal of the target vehicle, receives the replacement notification, it executes the process in S30. In S30, the mobile terminal 30 executes a notification process to prompt the user of the target vehicle to replace the battery. For example, the mobile terminal 30 may emit a sound to indicate that it has received the replacement notification and display a message prompting the user to replace the battery.

[0104] A vehicle user who has been prompted to replace their battery may drive the battery-leased vehicle to BSt200. Battery-leased vehicles (vehicles A and B) can have their batteries replaced at BSt200 if they meet the predetermined replacement requirements. Figure 7 is a flowchart showing the battery replacement process performed by the user terminal (mobile terminal 30) and the battery replacement station terminal (server 250) of the battery-leased vehicle.

[0105] Referring to Figures 1 to 3 and Figure 7, the series of processes S310 to S380 are executed by the mobile terminal 30. The series of processes S410 to S470 are executed by the server 250. The server 250 is configured to communicate wirelessly with the mobile terminal 30. The server 250 and the mobile terminal 30 may communicate via short-range communication, for example, using a wireless LAN (Local Area Network), or they may communicate via a communication network NW.

[0106] After the battery lease vehicle arrives at BSt200, the user of the battery lease vehicle operates the mobile terminal 30 to request a battery replacement from BSt200. This initiates the series of processes from S310 to S380. Then, in S310, the mobile terminal 30 sends a signal requesting a battery replacement (hereinafter also referred to as the "request signal") to the server 250. In the series of processes shown in Figure 7, the battery lease vehicle is referred to as the "target vehicle." The battery 12 in the target vehicle before replacement is referred to as "battery B1." The request signal includes the identification information (vehicle ID) of the target vehicle.

[0107] Upon receiving the request signal, the server 250 determines in S410 whether the predetermined exchange requirements are met. Specifically, the server 250 determines whether the exchange requirements are met based on whether the vehicle ID included in the request signal matches the vehicle ID included in the exchange permission signal (S24 in Figure 6). In other words, if the vehicle ID of the target vehicle is registered (reserved), the exchange requirements are met; if the vehicle ID of the target vehicle is not registered (reserved), the exchange requirements are not met.

[0108] If the replacement requirements are met (YES in S410), the server 250 sends a permission notification to the mobile terminal 30 in S420, and then the process proceeds to S440. On the other hand, if the replacement requirements are not met (NO in S410), the server 250 sends a disapproval notification to the mobile terminal 30 in S430, and then the series of processes from S410 to S470 ends. In this case, the battery is not replaced.

[0109] After sending a request signal (S310), the mobile terminal 30 waits for a reply from the server 250. Upon receiving a reply from the server 250, the mobile terminal 30 determines in S320 whether or not battery replacement is permitted. If the mobile terminal 30 receives notification of permission (YES in S320), the process proceeds to S330. On the other hand, if the mobile terminal 30 receives notification of denial (NO in S320), the series of processes from S310 to S380 ends. In this case, battery replacement is not performed.

[0110] In S330 and S440, the battery replacement is performed according to the procedure described later (see Figure 8). Hereafter, the battery 12 installed in the target vehicle after the battery replacement will be referred to as "battery B2". Once the battery replacement is complete, in S340, the mobile terminal 30 requests the target vehicle to inspect battery B2. The target vehicle determines that the battery replacement was successful if no abnormalities (e.g., poor connection or abnormal electrical performance) are found during the inspection, and that the battery replacement was unsuccessful if abnormalities are found during the inspection. Subsequently, in S350, the mobile terminal 30 transmits the inspection results obtained from the target vehicle to the server 250. Subsequently, in S360, the mobile terminal 30 determines whether the battery replacement was successful or not based on the inspection results (no abnormalities / abnormalities found). Similarly, the server 250, having received the above inspection results, also determines in S450 whether the battery replacement was successful or not based on the inspection results.

[0111] If the battery replacement is successful (YES in S360 and YES in S450), the battery information held by the target vehicle and the server 250 is updated in S370 and S460. In S370, the mobile terminal 30 obtains the specification information of battery B2 from the server 250 and requests the target vehicle to update the battery information. After that, the series of processes shown in Figure 7 are completed.

[0112] On the other hand, if the battery replacement fails (NO in S360 and NO in S450), the mobile terminal 30 and the server 250 each execute predetermined error handling in S380 and S470. The error handling may include notifying the user of the vehicle that the battery replacement failed. The error handling may also include notifying the management center 500 that the battery replacement failed. Furthermore, the error handling may include removing the battery B2 installed in the vehicle and attempting the battery replacement again. After the error handling is executed, the series of processes shown in Figure 7 are terminated. Note that the error handling can be set arbitrarily.

[0113] Figure 8 is a diagram illustrating the configuration and operation of the battery exchange station (BSta200) according to this embodiment.

[0114] Referring to Figures 1 and 2, as well as Figure 8, the BSta200 comprises a storage device 210, an inspection unit 220, and a server 250. The storage device 210 includes a storage unit (e.g., a hangar). The inspection unit 220 includes, for example, a charger / discharger, a measuring device, and a sorting device. The BSta200 also further comprises a transport device for transporting energy storage devices and a replacement device for replacing energy storage devices. The transport method may be a conveyor system or a system utilizing transport robots. Each of the transport device and the replacement device is controlled by the server 250.

[0115] Server 250 comprises a processor 251, a storage device 252, and a communication module 253. The storage device 252 stores information about each battery present in the BSt200, distinguishing it by its battery identification information (battery ID). The battery information held by Server 250 includes, for example, specifications (e.g., initial capacity, charge performance, and discharge performance), status (e.g., pre-inspection / inspected (reusable / for other uses / discarded) / available), SOH, and SOC. Server 250 sequentially transmits the information it holds to the management center 500. The management center 500 may use the battery information from Server 250 to manage the inventory of batteries in each BSt200. The batteries present in the BSt200 are owned by the automobile manufacturer. New batteries may be supplied to the BSt200 from the automobile manufacturer's warehouse, or used batteries recovered from vehicles 10 may be stored in the BSt200. Batteries may also be transported between multiple BSt200s.

[0116] In response to a request for battery replacement (S310 in Figure 7), Server 250 initiates control for battery replacement (S440 in Figure 7). Server 250 replaces the battery of the target vehicle using, for example, the following procedure.

[0117] Server 250 selects a battery (replacement battery) corresponding to battery B1 from among multiple batteries B3 housed in the storage compartment of the storage device 210. The selected battery B3 has the same specifications as battery B1 (e.g., initial capacity, charging performance, and discharging performance). However, the degree of degradation of battery B3 is less than that of battery B1. Also, the state of charge (SOC) of battery B3 is at or above a predetermined SOC value (e.g., 50%).

[0118] Next, the replacement device removes battery B1 from the vehicle. Hereafter, the battery removed from the vehicle will be referred to as "battery B4". Next, the transport device transports (supplies) battery B3 from the storage device 210 to the replacement device. Finally, the replacement device installs the supplied battery B3 into the vehicle. This completes the battery replacement of the vehicle.

[0119] In addition, BSt200 performs a reuse process for battery B4 removed from the target vehicle in parallel with the battery replacement process described above. When battery B4 is removed from the target vehicle, server 250 starts control for battery reuse. The reuse process is performed, for example, in the following steps.

[0120] The transport device transports (recovers) battery B4 to the inspection unit 220. Subsequently, the inspection unit 220 performs an inspection of the recovered battery B4. The inspection is performed by the charger / discharger and measuring device of the inspection unit 220. Before the inspection, the battery B4 may be subjected to a state of health recovery process.

[0121] In the above inspection, the charger / discharger discharges battery B4 until it reaches, for example, a predetermined first SOC value (e.g., an SOC value indicating an empty charge state) or less, and then charges battery B4 until it reaches, for example, a predetermined second SOC value (e.g., an SOC value indicating a fully charged state) or more. The measuring device includes various sensors to measure the state of battery B4 (e.g., temperature, current, and voltage) during charging and / or discharging. The measuring device then detects the SOH of battery B4 from the measured data. The measuring device may further include a camera for visual inspection. The charger / discharger may also repeat charging and discharging of battery B4 until the measuring device obtains the necessary inspection data.

[0122] Once the above inspection is complete, the sorting device in the inspection unit 220 sorts the batteries B4 according to the inspection results into one of the following categories: reuse as vehicle batteries, use for other purposes (non-vehicle uses), or disposal. An example of other uses is stationary use. The method of battery disposal is optional. During the disposal process, the batteries may be disassembled down to the material level, and recyclable materials (resources) may be recovered and reused (resource recycling). The sorting device may also classify batteries B4 with significant external damage as unusable (for other uses or disposal).

[0123] Battery B4, which is reusable as a vehicle battery, is treated as battery B3 as described above. After the above inspection, the transport device transports battery B3 to the storage device 210. The transported battery B3 is filled into the storage device 210. This ensures that inspected and charged battery B3 is set in the storage device 210 and ready for supply. However, this is not limited to this, and the storage device 210 may be configured to charge the inspected battery B3.

[0124] Figure 8 shows an example where battery removal and battery installation are performed in different locations. The vehicle may be transported from the removal location to the installation location by a transport device (e.g., a conveyor-type transport device) not shown. However, it is not limited to this, and battery removal and battery installation may be performed in the same location. Battery replacement (removal and installation) may be performed while the vehicle is stationary (e.g., parked). Furthermore, it is not necessary for the battery before replacement and the battery after replacement to have the same specifications. The onboard battery may be replaced with a battery of different specifications. For example, the capacity of the onboard battery may be increased by replacing the battery.

[0125] As described above, the electric vehicle management method according to this embodiment includes the processes shown in Figures 2 and 4 to 8. In this embodiment, the management center 500 corresponds to an example of a "computer device" according to this disclosure. Each process is executed by one or more processors executing programs stored in one or more memories. However, these processes may be executed by dedicated hardware (electronic circuits) instead of software.

[0126] The electric vehicle management method according to this embodiment includes, for an electric vehicle configured to run using power from a battery, acquiring battery data indicating the state of the battery detected by a sensor installed on the battery, evaluating the accident risk of the electric vehicle using the battery data while the electric vehicle is running, and providing a predetermined service based on the results of the accident risk evaluation.

[0127] More specifically, in the process shown in Figure 6, the EVSE20 extracts battery data stored in the electric vehicle, and the management center 500 acquires the battery data from the EVSE20 (see Figures 2 and 3). Therefore, the electric vehicle can send battery data to the management center 500 without using wireless communication. The EVSE20 cannot extract vehicle behavior data (position, steering angle, vehicle speed, etc.) that directly represents the vehicle's behavior from the electric vehicle, but it can extract battery data from the electric vehicle. The management center 500 then saves the acquired battery data (S21), and in S22, it evaluates the accident risk of the electric vehicle using the battery data during operation (see Figure 4). In electric vehicles, the vehicle behavior during operation is reflected in the battery data during operation (i.e., the state of the battery during operation detected by sensors installed on the battery). In particular, in BEVs, the battery data during operation tends to accurately represent the vehicle behavior during operation. The management center 500 then provides insurance and lease services based on the accident risk evaluation results (see Figures 1, 5 to 8). These insurance services make it easier to replace the battery when it becomes necessary to replace the battery installed in an electric vehicle. However, the specified services may also include, in lieu of or in addition to at least one of the insurance service and / or lease service, a service that provides vehicle users with advice on safe driving. The specified services may also be insurance services for all of vehicles A to C.

[0128] The electric vehicle management method according to this embodiment further includes evaluating the battery degradation risk using battery data (S22 in Figure 6) and determining the insurance premium (the fee for the electric vehicle user to receive insurance services) for the lease period using the accident risk and degradation risk evaluated based on the battery data during an evaluation period set before the lease period (the period covered by insurance services) (see Figure 5). This method makes it possible to appropriately evaluate the accident risk and battery degradation risk of the electric vehicle from battery data (i.e., the state of the battery detected by sensors installed on the battery). Since the above method does not require vehicle behavior data, it becomes possible to provide insurance services that correspond to the accident risk and battery degradation risk of the electric vehicle with a small amount of data. By varying the insurance premium according to the accident risk and degradation risk, it becomes easier to set an appropriate insurance premium.

[0129] In the above embodiment, the length of the lease period (unit period) is set to one month. However, it is not limited to this, and the unit period can be set arbitrarily, and may be a period longer than one month (for example, three months, six months, or one year). The evaluation period can also be changed as appropriate. The evaluation period can be any period prior to the lease period and can be set arbitrarily. For example, the entire past battery usage period (the period from the start of battery use to the lease contract renewal) may be used as the evaluation period to determine the lease fee (including insurance premiums) for the next lease period.

[0130] The electric vehicle management method according to this embodiment further includes determining the battery capacity retention rate using battery data (S22 in Figure 6) and determining the battery lease fee for the lease period using the battery capacity retention rate and the insurance premium for the lease period (see Figures 4 and 5). Since this method does not require vehicle behavior data, it becomes possible to provide lease services that correspond to the accident risk and battery degradation risk of electric vehicles with a small amount of data. By varying the lease fee according to the aforementioned insurance premium and capacity retention rate, it becomes easier to set an appropriate lease fee.

[0131] The electric vehicle management method according to this embodiment further includes prompting the electric vehicle user to replace the battery through an insurance service when the battery capacity retention rate falls below a predetermined threshold (BTh) (S25 in Figure 6). With this method, when the capacity retention rate of the battery installed in the electric vehicle decreases, the electric vehicle user is prompted to replace the battery. As a result, the user can replace the battery each time the battery capacity retention rate decreases, making it easier to use the electric vehicle for a long period of time. Furthermore, since excessive battery degradation is suppressed, it becomes easier to reuse batteries removed from electric vehicles.

[0132] The accident risk of electric vehicles and the battery degradation risk may be evaluated separately by different servers. The processing flows shown in Figures 5 to 7 can be modified as appropriate. For example, the order of processing may be changed or unnecessary steps may be omitted depending on the purpose. Also, the content of any of the processes may be changed. For example, in S110 in Figure 5, the process in S22 in Figure 6 may be changed to be executed. Furthermore, it is not mandatory for the vehicle to send battery data to the computer device (e.g., management center 500) every time it performs external charging; the vehicle may send battery data to the computer device when external charging occurs after a predetermined period (e.g., several days or one month) has elapsed since the previous transmission.

[0133] The management center 500 may have an evaluation mechanism as shown in Figure 9 instead of the evaluation mechanism shown in Figure 4. Figure 9 is a diagram showing a modified configuration of the one shown in Figure 4. Referring to Figure 9, the evaluation mechanism according to this modified configuration includes a first charge output unit P1 that outputs an insurance premium for a target vehicle based on the battery data of the target vehicle, and a second charge output unit P2 that outputs a lease charge for a target vehicle based on the battery data of the target vehicle. Each of the first charge output unit P1 and the second charge output unit P2 is embodied, for example, by a processor 510 and a program in a storage device 520 executed by the processor 510 (see Figure 1).

[0134] The first charge output unit P1 includes maps 501, 502A, 502B, and 502C. Similar to the evaluation mechanism shown in FIG. 4, the first charge output unit P1 obtains accident factor parameters (P A -1, P A -2, ···, P A -N) from battery data (for example, the current data, the power storage amount data, and the temperature data shown in FIG. 2), and inputs the obtained accident factor parameters into the map 501. The map 501 in FIG. 9 is the same as the map 501 shown in FIG. 4. However, the accident risk output from the map 501 is input into each of the maps 502A, 502B, and 502C.

[0135] The target vehicle subscribes to, for example, vehicle insurance and damage insurance (excluding vehicle insurance). Vehicle insurance is insurance that compensates for the damage to one's own vehicle (the target vehicle) among the damages related to a motor vehicle accident. Damage insurance (excluding vehicle insurance) is motor vehicle insurance excluding vehicle insurance, and specifically, it is insurance that compensates for the damage other than one's own vehicle (the target vehicle) among the damages related to a motor vehicle accident.

[0136] Map 502A outputs the first insurance premium based on the input accident risk. The first insurance premium is the premium for vehicle C (a vehicle for sale). Map 502B outputs the second insurance premium based on the input accident risk. The second insurance premium is the premium for vehicle A (a partially leased vehicle). Map 502C outputs the third insurance premium based on the input accident risk. The third insurance premium is the premium for vehicle B (a fully leased vehicle). Each of the first to third insurance premiums is the premium paid by the user of the subject vehicle to receive insurance services. Maps 502A to 502C output lower insurance premiums the lower the input accident risk. However, maps 502A to 502C output different insurance premiums. The first to third insurance premiums may be in the order of first insurance premium, second insurance premium, and third insurance premium, from highest to lowest. For example, with respect to vehicle A, the leasing company (owner of battery 12A) may bear at least a portion of the insurance premium for damage to battery 12A within the vehicle insurance premium. Furthermore, with respect to vehicle B, the leasing company (the owner of vehicle body 11B and battery 12B) may bear at least a portion of the insurance premium for vehicle insurance.

[0137] The second charge output unit P2 includes maps 506 and 507A. Similar to the evaluation mechanism shown in Figure 4, the second charge output unit P2 calculates the State of Health (e.g., capacity retention rate) from battery data (e.g., current data, charge amount data, and temperature data shown in Figure 2) and inputs the obtained SOH to map 506. Map 506 outputs the battery value corresponding to the input SOH. The battery value output from map 506 is input to map 507A. Map 507A outputs the battery lease fee corresponding to the battery value. The battery lease fee is the fee paid by the user of the target vehicle to receive the battery 12 through the lease service. Map 507 outputs a higher battery lease fee the higher the value of the battery 12.

[0138] The management center 500, equipped with the evaluation mechanism shown in Figure 9, may perform the process shown in Figure 10 instead of the process shown in Figure 5. Figure 10 is a flowchart showing a modified version of the process shown in Figure 5. The process shown in this flowchart is performed for each of the multiple vehicles 10 managed by the management center 500. The management center 500 repeatedly performs the series of processes shown in Figure 10 for each vehicle. In the description of these processes, the vehicle to which the process is performed is referred to as the "target vehicle".

[0139] Referring to Figure 10 along with Figure 9, in S510, the management center 500 determines whether or not it is time to renew the lease agreement for the target vehicle. If the target vehicle is vehicle C, the determination in S510 is NO, and the process proceeds to S540. Similarly, if the target vehicle is vehicle A or B, the process proceeds to S540 as long as it is not time to renew the lease agreement. However, if it is time to renew the lease agreement for vehicle A or B, the determination in S510 is YES, and the process proceeds to S520.

[0140] In S520, similar to S120 in Figure 5, the management center 500 determines whether the target vehicle is vehicle A or not. If the target vehicle is vehicle A (YES in S520), the management center 500 determines the lease fee for vehicle A (first lease fee) in S531 and stores it in the storage device 520. Specifically, the management center 500 inputs, for example, the battery data for the evaluation period for the next lease period into the second charge output unit P2, and determines the battery lease fee output by the second charge output unit P2 as the first lease fee for the next lease period. If the target vehicle is vehicle B (NO in S520), the management center 500 determines the lease fee for vehicle B (second lease fee) in S532 and stores it in the storage device 520. Specifically, the management center 500 inputs, for example, the battery data for the evaluation period for the next lease term into the second charge output unit P2, and determines the second lease term for the next lease term by adding the vehicle lease charge to the battery lease charge output by the second charge output unit P2. The method for determining the vehicle lease charge is arbitrary. The management center 500 may set the vehicle lease charge lower the lower the accident risk. Alternatively, the vehicle lease charge may be a fixed amount. Once the first or second lease charge is saved by S531 or S532, the process proceeds to S540.

[0141] In S540, the management center 500 determines whether or not it is time to renew the insurance contract for the subject vehicle. If it is not time to renew the insurance contract, the decision in S540 is NO, the series of processes shown in Figure 10 ends, and the process returns to the first step (S510). On the other hand, if it is time to renew the insurance contract, the decision in S540 is YES, and the process proceeds to S550. In S550, the management center 500 determines whether the subject vehicle is vehicle A or vehicle B. If the subject vehicle is either vehicle A or vehicle B (YES in S550), the management center 500 determines in S560 whether or not the subject vehicle is vehicle A.

[0142] If the target vehicle is vehicle C (NO in S550), the management center 500 determines the first insurance premium in S571 and stores it in the storage device 520. Specifically, the management center 500 inputs, for example, the battery data for the evaluation period for the next insurance coverage period into the first charge output unit P1, and determines the first insurance premium output by the first charge output unit P1 as the insurance premium for the next insurance coverage period. Also, if the target vehicle is vehicle A (YES in S560), the management center 500 determines the second insurance premium in S572 and stores it in the storage device 520. Specifically, the management center 500 inputs, for example, the battery data for the evaluation period for the next insurance coverage period into the first charge output unit P1, and determines the second insurance premium output by the first charge output unit P1 as the insurance premium for the next insurance coverage period. Furthermore, if the target vehicle is vehicle B (NO in S560), the management center 500 determines the third insurance premium in S573 and stores it in the storage device 520. Specifically, the management center 500 inputs, for example, the battery data for the evaluation period for the next insurance coverage period into the first charge output unit P1, and determines the third insurance premium output by the first charge output unit P1 as the insurance premium for the next insurance coverage period. Once the insurance premium is saved by any of S571, S572, or S573, the series of processes shown in Figure 10 is completed, and the process returns to S510. The management center 500 then bills the user of the target vehicle for the lease fee and insurance premium determined as described above.

[0143] The electric vehicle management method according to the above modified example includes evaluating the value of the battery using battery data (see S531 and S532 in Figures 9 and 10), determining the lease fee for electric vehicle users to receive a battery leasing service using the battery value (see S531 and S532 in Figures 9 and 10), and determining the insurance premium for electric vehicle users to receive an insurance service that compensates for damages related to electric vehicle accidents using the electric vehicle accident risk (see S571 to S573 in Figures 9 and 10). According to the above method, it becomes possible to determine an insurance premium that reflects the electric vehicle accident risk and a lease fee that reflects the battery depreciation cost.

[0144] In the above modified example, the lease period and the insurance period may be the same or different. The evaluation period is set before the coverage period. Note that the second charge output unit P2 shown in Figure 9 is not a mandatory configuration. For example, the second charge output unit P2 may be omitted and the battery lease charge may be fixed. The evaluation mechanism may be formed using only the first charge output unit P1. Lines S510, S520, S531, and S532 in Figure 10 may be omitted.

[0145] The functions implemented in the management center 500 in the above embodiment may also be implemented in the server 150 (dealer terminal). Server 150 may function as the "computer device" according to this disclosure instead of the management center 500. In this embodiment, the management center 500, insurance server 600, server 150, and server 250 are all on-premise servers. However, the functionality of each server may be implemented on the cloud through cloud computing. That is, these servers may be cloud servers. The location where the lease service is provided is not limited to the dealer 100. For example, the management center 500 may provide the lease service online (for example, on the cloud). Also, there may be only one type of lease method (for example, a partial lease method).

[0146] In the above embodiment, only the battery is replaced, but the entire battery pack, including the battery and its accessories (e.g., at least one of the battery ECU, BMS, temperature control system, and SMR), may be replaced together. The battery data may be any data indicating the state of the battery as detected by a sensor provided on the battery, and is not limited to the data shown in Figure 2. For example, in addition to the data shown in Figure 2, or in place of at least one of the data shown in Figure 2, battery voltage data may be used.

[0147] The vehicle may be configured to enable contactless charging. A vehicle undergoing contactless charging may be considered to be in a state equivalent to the "plug-in state" of contact charging (cable charging) described above when the alignment of the power transmission unit (e.g., power transmission coil) on the power supply equipment side and the power receiving unit (e.g., power receiving coil) on the vehicle side is completed. The vehicle and the power supply equipment may be configured to communicate wirelessly (short-range communication).

[0148] The vehicle may be an xEV (electric vehicle) other than a BEV. The vehicle may be equipped with an internal combustion engine. 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 autonomous, or may be equipped with flight capabilities. The vehicle may be an unmanned vehicle (e.g., a robotaxi, an automated guided vehicle, or agricultural machinery).

[0149] The embodiments disclosed herein should be considered in all respects to be illustrative and not restrictive. The scope of the present invention is indicated by the claims rather than by the description of the embodiments above, and all modifications within the meaning and scope equivalent to the claims are intended to be included. [Explanation of Symbols]

[0150] 10 vehicles, 11 car bodies, 12 batteries, 20 EVSEs, 30 mobile terminals, 100 dealers, 111 ECUs, 114 BMSs, 150 servers, 200 battery swapping stations, 250 servers, 500 management centers, 600 insurance servers.

Claims

1. An electric vehicle configured to run using power from a battery detects and records at least one of the following changes in the battery's current, charge level, and temperature while the electric vehicle is running: The electric vehicle, while connected to a power supply facility capable of supplying power to the electric vehicle, transmits battery data indicating the change in at least one of the current, charge level, and temperature of the battery during the operation of the electric vehicle to a computer device via the power supply facility. The computer device acquires accident factor parameters related to the operation of the electric vehicle based on the battery data, The computer device obtains the increase in the accident risk of the electric vehicle caused by the accident factor parameters by inputting the accident factor parameters into a map that defines the relationship between the accident factor parameters and the increase in the accident risk of the electric vehicle, A method for managing electric vehicles, including the management of electric vehicles.

2. The battery data includes temperature data showing the change in the battery temperature while the electric vehicle is running. The method for managing an electric vehicle according to claim 1, wherein the accident factor parameter indicates the period during which the temperature of the battery exceeds a standard value while the electric vehicle is running.

3. The battery data includes current data showing the change in the current of the battery while the electric vehicle is running. Obtaining the aforementioned accident factor parameters means The computer device acquires the charging current rate of the battery while the electric vehicle is running, based on the battery data. The computer device acquires the accident factor parameter indicating the frequency of sudden braking of the electric vehicle while the electric vehicle is in motion, based on the charging current rate of the battery while the electric vehicle is in motion. A method for managing an electric vehicle according to claim 1, including the method described in claim 1.

4. The battery data includes current data showing the change in the current of the battery while the electric vehicle is running. The method for managing an electric vehicle according to claim 1, wherein the accident factor parameter includes the cumulative current of the battery indicating the frequency of acceleration and deceleration of the electric vehicle while it is running.

5. The method for managing the electric vehicle is: The electric vehicle performs external charging of the battery using power supplied from the power supply equipment, The computer device acquires degradation factor parameters related to the degradation of the battery based on the battery data, The computer device obtains the increase in the battery degradation risk caused by the degradation factor by inputting the degradation factor parameter into a map that defines the relationship between the degradation factor parameter and the increase in the battery degradation risk, It further includes, The transmission of the battery data from the electric vehicle to the computer device is performed after the external charging is completed. The method for managing an electric vehicle according to claim 1, wherein the battery data transmitted from the electric vehicle to the computer device shows the changes in the current and temperature of the battery while the electric vehicle is stopped, running, and during external charging.

6. The electric vehicle management method according to claim 5, further comprising the computer device determining the insurance premium for the electric vehicle user to receive the insurance service during the period, using the accident risk and the degradation risk evaluated based on the increase in accident risk and the increase in degradation risk during an evaluation period set prior to the period covered by the insurance service relating to battery replacement.

7. The computer device obtains the current capacity of the battery based on the battery data, The computer device determines the battery's capacity retention rate based on the battery's current capacity, The computer device determines the lease fee for the battery during the target period using the battery's capacity retention rate and the insurance premium during the target period. The method for managing an electric vehicle according to claim 6, further comprising:

8. The method for managing an electric vehicle according to claim 7, further comprising the computer device notifying the user of the electric vehicle to replace the battery through the insurance service when the capacity retention rate of the battery falls below a predetermined threshold.

9. An electric vehicle comprising a battery and a sensor provided on the battery, configured to be able to run using power from the battery, Power supply equipment for supplying power to the aforementioned electric vehicle, Computer equipment and A management system for electric vehicles, comprising: The aforementioned electric vehicle is While the electric vehicle is in motion, the sensor detects and records the change in at least one of the battery's current, charge level, and temperature. While connected to the power supply equipment, the system is configured to transmit battery data, which shows the change in at least one of the current, charge level, and temperature of the battery during the operation of the electric vehicle, to the computer device via the power supply equipment. The aforementioned computer device Based on the aforementioned battery data, accident factor parameters related to the operation of the electric vehicle are obtained. A management system for electric vehicles, configured to obtain the increase in the accident risk of an electric vehicle caused by the accident factor parameters by inputting the accident factor parameters into a map that defines the relationship between the accident factor parameters and the increase in the accident risk of the electric vehicle.

10. The computer device is configured to acquire a plurality of accident factor parameters based on the battery data, The computer device comprises a processor and a storage device that stores a plurality of maps corresponding to the plurality of accident factor parameters, and is configured to be updatable. The aforementioned computer device By inputting the corresponding accident factor parameters into each of the aforementioned maps, the increase in the accident risk of the electric vehicle for each accident factor parameter is obtained. The electric vehicle management system according to claim 9, configured to acquire an accident risk that includes all of the increases attributable to the plurality of accident factor parameters, based on the acquired increases.

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