Battery replacement control method and battery replacement control system

Abstract

To provide a battery change control method capable of easily predicting a battery change station used by an electric vehicle.SOLUTION: A battery change control method includes a step of receiving a request to register a specific battery change station among a plurality of battery stations 20 (battery change stations) as a home station from a user of an electric vehicle 10, and a step of determining a first incentive given to the user when the user uses a home station for battery change of the electric vehicle 10. The determining step includes a step of making the first incentive greater than a second incentive given to the user when the user uses a battery station 20 other than the home station for battery change of the electric vehicle 10.SELECTED DRAWING: Figure 4

Description

Technical Field

[0006] , ,

[0001] The present disclosure relates to a method for controlling battery swapping and a control system for battery swapping.

Background Art

[0002] Chinese Patent No. 109670661 (Patent Document 1) discloses a system for planning the charging of batteries in a battery station based on the scheduled arrival time of an electric vehicle at the battery station.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In a system such as that disclosed in Patent Document 1, when an electric vehicle has not reserved a battery station, it is difficult to determine which battery station the electric vehicle will use. For example, even if the battery is charged at a battery station, the electric vehicle may not use this battery station. Therefore, a system and method that can easily predict the battery station (battery swapping station) used by an electric vehicle are desired.

[0005] The present disclosure has been made to solve the above problems, and its object is to provide a method for controlling battery swapping and a control system for battery swapping that can easily predict the battery swapping station used by an electric vehicle.

Means for Solving the Problems

[0006] The battery exchange control method relating to the first aspect of this disclosure is a battery exchange control method in a plurality of battery exchange stations equipped with a second battery that can be exchanged for a first battery installed in at least one electric vehicle, comprising the steps of: receiving a request from the user of an electric vehicle to register a specific battery exchange station among the plurality of battery exchange stations as a home station; and determining a first incentive to be given to the user when the user uses the home station for battery exchange of the electric vehicle. The determining step includes making the first incentive greater than a second incentive to be given to the user when the user uses a battery exchange station other than the home station for battery exchange of the electric vehicle.

[0007] In the battery exchange control method relating to the first aspect of this disclosure, the first incentive is made larger than the second incentive, as described above. As a result, electric vehicle users will primarily use home stations where they can obtain a relatively large first incentive. Consequently, the battery exchange stations used by electric vehicles can be easily predicted.

[0008] In the battery exchange control method relating to the first phase described above, preferably, the determination step includes a step of increasing the first incentive given to battery exchange stations with fewer electric vehicles registered as home stations. With this configuration, the number of registered vehicles at battery exchange stations with fewer electric vehicles registered as home stations can be easily increased. As a result, it is possible to suppress variations in the number of registered vehicles among multiple battery exchange stations. This makes it possible to suppress congestion at specific battery exchange stations.

[0009] The battery exchange control method relating to the first phase described above preferably further includes a step of rejecting a request when a request is received for a battery exchange station where the number of other electric vehicles registered as home stations exceeds a predetermined first threshold. With this configuration, it is possible to suppress a further increase in the number of registered vehicles for battery exchange stations where the number of other electric vehicles registered as home stations exceeds a predetermined first threshold. As a result, congestion at the particular battery exchange station can be further suppressed.

[0010] The battery exchange control method relating to the first phase described above preferably further includes a step of notifying the user to register the used or reserved battery exchange station as a home station when the number of other electric vehicles registered as home stations is less than a predetermined second threshold. With this configuration, the number of users who register battery exchange stations with relatively low usage frequency as home stations can be increased. As a result, the usage frequency of the battery exchange stations that were previously used relatively infrequently can be increased due to the increase in the number of registered vehicles. This reduces the variation in usage frequency among battery exchange stations.

[0011] The battery exchange control method relating to the first phase described above preferably further includes a step of notifying the user to register the used or reserved battery exchange station as a home station when a battery exchange station is used or reserved where the number of other electric vehicles registered as home stations is less than a predetermined second threshold. With this configuration, the number of registered vehicles at battery exchange stations where the number of other electric vehicles registered as home stations is less than a predetermined second threshold can be easily increased. As a result, it is possible to further suppress variations in the number of registered vehicles among multiple battery exchange stations.

[0012] The battery exchange control system relating to the second aspect of this disclosure comprises: a first processing unit that performs the process of exchanging a first battery installed in at least one electric vehicle with a second battery stored in each of a plurality of battery exchange stations; and a second processing unit that receives a request from the user of an electric vehicle to register a specific battery exchange station among the plurality of battery exchange stations as a home station, and determines a first incentive to be given to the user when the second battery and the first battery at the home station are exchanged by the first processing unit. The second processing unit makes the first incentive greater than the second incentive given to the user when the second battery and the first battery at a battery exchange station other than the home station are exchanged by the first processing unit.

[0013] In the battery exchange control method relating to the second aspect of this disclosure, the first incentive is made greater than the second incentive, as described above. This makes it possible to provide a battery exchange control system that can easily predict which battery exchange stations will be used by electric vehicles.

[0014] In the battery exchange control system relating to the second aspect described above, preferably, the second processing unit controls the first processing unit such that the degree of degradation of the second battery, which is exchanged for the first battery of the electric vehicle based on the first incentive, is lower than the degree of degradation of the second battery, which is exchanged for the first battery of the electric vehicle based on the second incentive. With this configuration, it is easy to make the frequency with which a user of an electric vehicle with a degraded battery uses a home station higher than the frequency with which such a user uses a battery exchange station other than a home station. [Effects of the Invention]

[0015] According to this disclosure, it is possible to easily predict the battery swapping stations used by electric vehicles. [Brief explanation of the drawing]

[0016] [Figure 1] This is a diagram showing the configuration of a control system according to one embodiment. [Figure 2] FIG. 1 showing the sequence control of the control system according to one embodiment. [Figure 3] FIG. 2 showing the sequence control of the control system according to one embodiment. [Figure 4] FIG. 3 showing the sequence control of the control system according to one embodiment. [Figure 5] FIG. showing the relationship between the first incentive and the second incentive. DETAILED DESCRIPTION OF THE INVENTION

[0017] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and their description will not be repeated.

[0018] FIG. 1 is a diagram showing the configuration of a battery replacement control system 1 according to the present embodiment. The control system 1 includes a server 100, a plurality of electric vehicles 10, and a plurality of battery stations 20. Note that the control system 1 and the battery station 20 are examples of the "battery replacement control system" and the "battery replacement station" of the present disclosure, respectively. Further, the server 100 is an example of the "second processing device" of the present disclosure.

[0019] The electric vehicle 10 includes a battery 11, a navigation system 12, an ECU (Electronic Control Unit) 13, and a communication device 14. Note that the plurality of electric vehicles 10 may have the same configuration as each other. Note that the battery 11 is an example of the "first battery" of the present disclosure.

[0020] The battery 11 supplies power to various electrical devices such as a traveling motor (not shown) of the electric vehicle 10. The ECU 13 controls various electrical devices of the electric vehicle 10 including the navigation system 12 and the communication device 14. The communication device 14 can communicate with the server 100. Note that the server 100 may communicate with a portable terminal (not shown) owned by the user of the electric vehicle 10.

[0021] The battery station 20 includes a plurality of batteries 21 that are exchanged with the battery 11 of the electric vehicle 10. Note that the battery station 20 is provided at a position different from the server 100. The battery 21 is an example of the "second battery" of the present disclosure.

[0022] The plurality of battery stations 20 includes a battery station 20A and a battery station 20B. The battery station 20A and the battery station 20B have the same configuration as each other. In the following description, the content of the part simply described as "battery station 20" is the content common to the battery station 20A and the battery station 20B.

[0023] A user of the electric vehicle 10 can register any one of the plurality of battery stations 20 as a home station. In this embodiment, it is assumed that the battery station 20A is registered as the home station and the battery station 20B is not registered as the home station. The home station means a battery station 20 where the user mainly performs battery replacement.

[0024] The battery station 20 includes a control device 22 and a drive device 23. Note that the control device 22 is an example of the "first processing device" of the present disclosure.

[0025] The control device 22 includes a processor 22a, a memory 22b, and a communication unit 22c. In the memory 22b, in addition to the programs executed by the processor 22a, information used in the programs (for example, maps, mathematical formulas, and various parameters) is stored. The processor 22a controls the drive device 23.

[0026] The communication unit 22c includes various communication I / Fs. The processor 22a controls the communication unit 22c. The communication unit 22c communicates with the server 100.

[0027] The control device 22 processes battery replacement at the battery station 20 by controlling (driving) the drive unit 23. Specifically, the drive unit 23 includes a movement mechanism for fine-tuning the position of the electric vehicle 10 to the battery replacement position, a lifting mechanism for raising and lowering the electric vehicle 10, and a mechanism for performing battery replacement. Detailed descriptions and illustrations of each of the above mechanisms are not provided in this specification.

[0028] Server 100 is a server that manages (controls) the battery replacement of electric vehicles 10 at each of the multiple battery stations 20. Server 100 comprises a processor 101, memory 102, and a communication unit 103.

[0029] The server 100 (processor 101) receives requests from the user of the electric vehicle 10 to register a specific battery station 20 from among multiple battery stations 20 as a home station. The processor 101 also determines a first incentive to be given to the user when the home station's control device 22 performs the process of swapping the home station's battery 21 with battery 11 (i.e., when battery station 20A is used).

[0030] Memory 102 stores the program executed by the processor 101, as well as information used by the program (for example, maps, mathematical formulas, and various parameters). Memory 102 also stores the location information of the battery station 20. The processor 101 controls the communication unit 103, which includes various communication interfaces.

[0031] In conventional control systems, it is difficult to determine which battery station an electric vehicle will use if it has not reserved one. For example, even if the battery has been charged at a battery station, the electric vehicle may not use that station. Therefore, there is a need for a system and method that can easily predict which battery station an electric vehicle will use.

[0032] Therefore, in this embodiment, the server 100 (processor 101) makes the first incentive corresponding to the use of the home station greater than the second incentive given to the user when the battery 21 and battery 11 of battery station 20B are replaced by the control device 22 of battery station 20 other than the home station (i.e., when battery station 20B is used).

[0033] (Sequence control of the control system) Next, an example of sequence control of the control system 1 of this embodiment will be described with reference to Figures 2 to 4. Note that the sequence control in Figures 2 to 4 is sequence control between a specific user (electric vehicle 10) and the server 100 and battery station 20.

[0034] In step S1, each of the multiple battery stations 20 (processor 22a) transmits information to the server 100 via the communication unit 22c regarding how often it is used by a specific electric vehicle 10 (user). As a result, the server 100 (processor 101) obtains information on the usage frequency of each of the multiple battery stations 20 by the user. The server 100 may also obtain the above usage frequency information periodically (continuously). Alternatively, the server 100 may obtain the above usage frequency information via the internet without receiving it from the battery stations 20. Furthermore, the above usage frequency information may be stored in the memory 102 of the server 100.

[0035] In step S2, the server 100 (processor 101) determines whether the usage frequency corresponding to each of the multiple battery stations 20 is higher than a predetermined threshold A (for example, 3 times in the past week). If there is a battery station 20 whose usage frequency is higher than threshold A (Yes in S2), the process proceeds to step S3. If there is no battery station 20 whose usage frequency is higher than threshold A (No in S2), the process proceeds to step S4. Note that threshold A may be a frequency other than 3 times in the past week as described above. Threshold A is an example of a "predetermined frequency threshold" in this disclosure.

[0036] In this case, in step S3, the server 100 (processor 101) sends a notification to the user via the communication unit 103 prompting them to register a battery station 20 with a usage frequency of threshold A or higher as a home station. In other words, the processor 101 recommends to the user a battery station 20 with a usage frequency higher than threshold A as a home station. On the other hand, the server 100 (processor 101) does not send a notification to the user prompting them to register a battery station 20 with a usage frequency of threshold A or lower as a home station. The above notification is displayed on the navigation system 12 of the electric vehicle 10 or on the user's mobile terminal (not shown).

[0037] Furthermore, if the usage frequency corresponding to each of the multiple battery stations 20 is higher than threshold A, the multiple battery stations 20 whose usage frequency is higher than threshold A may be recommended as the home station. In this case, based on the address of the user of the electric vehicle 10 and the history of the electric vehicle 10's driving routes, only the battery station 20 that is more convenient for the user may be recommended as the home station.

[0038] Next, Figure 3 will be explained. In step S11, assume that a specific user (electric vehicle 10) has used or reserved the battery station 20. Note that information that the battery station has been reserved may be notified to the battery station 20 via the server 100.

[0039] In step S12, the battery station 20 (processor 22a) used or reserved by the user in step S11 transmits information to the server 100 via the communication unit 22c regarding the number of electric vehicles 10 (other electric vehicles 10) that have registered themselves as home stations. As a result, the server 100 (processor 101) obtains information on the number of registered vehicles corresponding to the battery station 20. The server 100 may also periodically (continuously) obtain the above information on the number of registered vehicles from each of the multiple battery stations 20 without being triggered by the processing in step S11. Alternatively, the server 100 may obtain the above information on the number of registered vehicles via the internet without receiving it from the battery stations 20. Furthermore, the information on the number of registered vehicles may be stored in the memory 102 of the server 100.

[0040] In step S13, the server 100 (processor 101) determines whether the number of electric vehicles 10 (other electric vehicles 10) that have registered the battery station 20 used or reserved by the user in step S11 as a home station is less than a predetermined threshold B (for example, 5 vehicles). If the number is less than threshold B, the process proceeds to step S14. If the number is equal to or greater than threshold B, the process ends. Threshold B is an example of the "second vehicle threshold" in this disclosure.

[0041] In step S14, the server 100 (processor 101) sends a notification to the user via the communication unit 103 prompting them to register the battery station 20 that has been used or reserved as a home station. In other words, the processor 101 recommends the battery station 20 that has been used or reserved as a home station to the user.

[0042] Next, Figure 4 will be explained. In step S21, the user of the electric vehicle 10 sends information (signal) to the server 100 indicating a request to register, for example, the battery station 20A as a home station.

[0043] In step S22, the server 100 (communication unit 103) receives the information (signal) from step S21. As a result, the server 100 (communication unit 103) receives a request from the user corresponding to step S21.

[0044] In step S23, the server 100 obtains information on the number of electric vehicles 10 (other electric vehicles 10) that have registered the battery station 20A as a home station (number of registered vehicles). For example, the server 100 obtains the above number of registered vehicles information from the battery station 20A via the communication unit 103. Alternatively, the server 100 may obtain the above number of registered vehicles information via the internet. Furthermore, the information regarding the number of registered vehicles may be stored in the memory 102 of the server 100.

[0045] In step S24, the server 100 (processor 101) determines whether the number of vehicles (registered vehicles) obtained in step S23 is greater than a predetermined threshold C (for example, 5 vehicles). If the number of vehicles (registered vehicles) is greater than threshold C (Yes in step S24), the process proceeds to step S25. If the number of vehicles (registered vehicles) is less than or equal to threshold C (No in step S24), the process proceeds to step S26. Threshold C is an example of the "first vehicle threshold" in this disclosure.

[0046] In step S25, the server 100 (processor 101) rejects the request received in step S22. The process then terminates.

[0047] In step S26, the server 100 (processor 101) accepts the request received in step S22. The process then proceeds to step S27.

[0048] In step S27, the server 100 (processor 101) determines a first incentive to be given to the user when the user uses the home station (20A) to replace the battery of the electric vehicle 10.

[0049] Specifically, as shown in Figure 5, the processor 101 makes the first incentive greater than the second incentive given to the user when the user uses a battery station 20 (20B) other than the home station for battery replacement of the electric vehicle 10.

[0050] In detail, the processor 101 makes the State of Health (SOH) of the battery 21 that is replaced with battery 11 when the home station is in use higher than the SOH of the battery 21 that is replaced with battery 11 when a battery station other than the home station is in use (for example, an average of 50%). That is, the processor 101 controls the control devices 22 of each battery station 20 (20A and 20B) so that when the home station is in use, a battery 21 with a lower degree of degradation is replaced with battery 11 compared to when a battery station other than the home station is in use.

[0051] Furthermore, the processor 101 increases the first incentive (SOH of the battery 21) awarded to battery exchange stations with fewer registered electric vehicles 10 as home stations. Specifically, the above SOH decreases linearly as the number of registered vehicles increases, within the range of N (for example, 20 vehicles) or less. In addition, within the range of N (for example, 20 vehicles) or less, the above SOH may decrease exponentially or stepwise (in a staircase manner) as the number of registered vehicles increases.

[0052] Furthermore, the above SOH is a constant value in the range where the number of registered vehicles is greater than N. Also, the above constant value (minimum value of SOH) is higher than the SOH corresponding to the second incentive (see the dashed horizontal line in Figure 5). Note that in the range where the number of registered vehicles is greater than N, the above SOH may change (decrease) as the number of registered vehicles increases.

[0053] Note that the above SOH is merely a reference value. Of the multiple batteries 21, the battery 21 whose SOH is closest to the SOH corresponding to the first incentive determined by the processor 101 is replaced with the battery 11 of the electric vehicle 10.

[0054] As described above, the first incentive given to the user when they use the home station is greater than the second incentive given to the user when they use a battery station 20 other than the home station. This reduces the frequency with which the user uses battery stations 20 other than the home station among the multiple battery stations 20. As a result, it becomes easy to predict which battery station 20 the electric vehicle 10 will use.

[0055] In the above embodiment, an example was shown in which the first incentive granted is larger for battery stations 20 with fewer electric vehicles 10 registered as home stations, but this disclosure is not limited to this. For example, the first incentive granted may be constant regardless of the number of electric vehicles 10 registered as home stations.

[0056] In the above embodiment, an example was shown in which the above request is rejected when the number of other electric vehicles 10 registered as home stations exceeds the threshold C for a battery station 20. However, this disclosure is not limited to this example. Even in the above case, the above request may be accepted. Specifically, the processing in steps S23 to S25 (S26) shown in Figure 4 does not need to be performed.

[0057] In the above embodiment, an example was shown where the size of the incentive was the size of the State of Health (SOH) of the battery 21, but the disclosure is not limited thereto. For example, the size of the incentive may be the size of the discount on the cost of battery replacement, or the size of the points awarded to the user.

[0058] The embodiments disclosed herein should be considered in all respects to be illustrative and not restrictive. The scope of this disclosure 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]

[0059] 1 Control system (battery replacement control system), 10 Electric vehicle, 11 Battery (first battery), 20 Battery station (battery replacement station), 21 Battery (second battery), 22 Control device, 100 Server (second processing device), A Threshold (predetermined frequency threshold), B Threshold (predetermined second unit threshold), C Threshold (predetermined first unit threshold).

Claims

1. A method for controlling battery exchange in multiple battery exchange stations, each equipped with a second battery that is interchangeable with a first battery mounted on at least one electric vehicle, The process includes the server receiving a request from the user of the electric vehicle to register a specific first station among the multiple battery exchange stations as a home station, The process includes the server determining a first incentive to be given to the user when the user uses the first station, which is registered as a home station, for the purpose of replacing the battery of the electric vehicle, The aforementioned determination step includes making the first incentive greater than the second incentive given to the user when the user uses a second station among the plurality of battery exchange stations that is not registered as a home station for battery exchange of the electric vehicle, A battery replacement control method, wherein the step of determining the above-mentioned step includes a step of increasing the first incentive granted as the number of registered electric vehicles that have registered the first station as a home station decreases.

2. The battery replacement control method according to claim 1, further comprising the step of rejecting the request when the request is received in a case where the number of other electric vehicles that have registered the first station as a home station is greater than a predetermined first threshold.

3. The battery exchange control method according to claim 1 or 2, further comprising the step of notifying the user to register a battery exchange station whose frequency of use by the user is higher than a predetermined frequency threshold as a home station.

4. The battery exchange control method according to claim 1 or 2, further comprising the step of notifying the user to register the battery exchange station used or reserved as a home station when the number of other electric vehicles registered as home stations is less than a predetermined second threshold number used or reserved by the user.

5. The battery replacement control method according to claim 1 or 2, wherein the determination step is to increase the first incentive as the number of registered units decreases when the number of registered units is less than or equal to a predetermined number, and maintain the first incentive at a predetermined value greater than the second incentive regardless of the number of registered units when the number of registered units is greater than the predetermined number.

6. The battery replacement control method according to claim 5, wherein the predetermined value is equal to the first incentive when the number of registered units is the predetermined number.

7. A first processing unit that performs the process of exchanging a first battery installed in at least one electric vehicle with a second battery stored in each of a plurality of battery exchange stations, The system includes a second processing device that receives a request from the user of the electric vehicle to register a specific first station among the plurality of battery exchange stations as a home station, and that determines a first incentive to be given to the user when the second battery and the first battery of the first station registered as a home station are exchanged by the first processing device, The second processing apparatus is The first incentive is made greater than the second incentive given to the user when the first processing device exchanges the second battery with the first battery at a second station that is not registered as a home station among the plurality of battery exchange stations. A battery exchange control system that increases the first incentive provided as the number of electric vehicles registered as home stations to the first station decreases.

8. The battery replacement control system according to claim 7, wherein the second processing device controls the first processing device such that the degree of degradation of the second battery, which is replaced with the first battery of the electric vehicle based on the first incentive, is lower than the degree of degradation of the second battery, which is replaced with the first battery of the electric vehicle based on the second incentive.

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