Vehicle management method and vehicle management system, and computer system

Abstract

To provide a vehicle management method and a vehicle management system, and a computer system which can confirm whether or not history data of a power storage apparatus provided in a vehicle has been tampered with.SOLUTION: A vehicle management method according to the present invention includes the step of: for a power storage apparatus provided in a vehicle, calculating first SOH information indicating deterioration degree of the power storage apparatus based on power storage data of the power storage apparatus measured while the power storage apparatus is charged by power supplied from an outside of a vehicle (S41); calculating second SOH information indicating deterioration of the power storage apparatus based on history data on deterioration of the power storage apparatus recorded in the vehicle when the vehicle does not charge the power storage apparatus from an external power supply (S42); and determining whether or not the history data is altered by comparison of the first SOH information and the second SOH information (S43, S44).SELECTED DRAWING: Figure 5

Description

Technical Field

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

Background Art

[0002] International Publication No. 2011 / 162014 (Patent Document 1) discloses a vehicle management system (more specifically, a battery management system for managing a battery mounted on a vehicle). In this vehicle management system, the vehicle measures the capacity (fully charged capacity), internal resistance, and the number of times of exceeding the upper limit voltage of the battery, and the measured data is stored in the vehicle as history information. Then, for example, every three months, the measured data (history information) stored in the vehicle is transmitted to a data station. The data station determines that the battery is not reusable if there is a problem with any one of the measured data, and determines that the battery is reusable if there is no problem with any of the measured data.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the vehicle management system described in Patent Document 1, the data of the battery measured by the vehicle is stored in the vehicle as history information (history data), and the history data stored in the vehicle is transmitted to a data station. The data station determines whether the battery is reusable based on the history data.

[0005] However, Patent Document 1 does not consider the possibility that the history data held by a vehicle may be tampered with. In the vehicle management system described in Patent Document 1, if the history data of the battery recorded in the vehicle is tampered with, it may not be possible to correctly determine whether or not the battery is reusable.

[0006] This disclosure was made to solve the above-mentioned problems, and its purpose is to provide a vehicle management method, a vehicle management system, and a computer system that can verify whether or not the history data of the energy storage device installed in a vehicle has been tampered with. [Means for solving the problem]

[0007] In accordance with the form relating to the first aspect of this disclosure, the following vehicle management method is provided. (Paragraph 1) The vehicle management method includes: obtaining first SOH information indicating the degree of deterioration of the energy storage device equipped in the vehicle based on charging data of the energy storage device measured while the vehicle is performing external charging of the energy storage device using power supplied from an external source; obtaining second SOH information indicating the degree of deterioration of the energy storage device based on historical data regarding the deterioration of the energy storage device recorded in the vehicle when the vehicle is not performing external charging of the energy storage device; and determining whether or not the historical data has been tampered with by comparing the first SOH information and the second SOH information.

[0008] During external charging of the energy storage device, data directly indicating the electrical characteristics of the device (charging data) can be acquired. Using this charging data, first-state-of-health (SOH) information, which indicates the degree of degradation of the energy storage device with high accuracy, can be obtained. On the other hand, second-state-of-health (SOH) information, which indicates the degree of degradation of the energy storage device, can also be obtained using historical data on the degradation of the energy storage device recorded in the vehicle when the vehicle is not performing external charging. Generally, the period during which a vehicle is not performing external charging is longer than the period during which it is performing external charging. Second-state-of-health (SOH) information is useful for obtaining the degree of degradation of the energy storage device during the period when the vehicle is not performing external charging. However, historical data recorded in the vehicle may be tampered with. Therefore, in the above vehicle management method, whether or not the historical data has been tampered with is determined by comparing the first-state-of-health (SOH) information with the second-state-of-health (SOH) information. For example, if there is a large discrepancy between the degree of degradation indicated by the first-state-of-health (SOH) information and the degree of degradation indicated by the second-state-of-health (SOH) information, there is a high possibility that the historical data has been tampered with. This method makes it possible to confirm whether or not the historical data of the energy storage device installed in the vehicle has been tampered with.

[0009] The parameter indicating the degree of degradation of an energy storage device is generally called "SOH (State of Health)." Examples of SOH include capacity retention rate and internal resistance. As the degree of degradation of an energy storage device increases, the capacity of the device decreases and the internal resistance of the device increases. As the degree of degradation of an energy storage device increases, the capacity retention rate of the device decreases.

[0010] The vehicle management method described in paragraph 1 above may have the configuration described in any one of paragraphs 2 to 6 below.

[0011] (Paragraph 2) The vehicle management method described in Paragraph 1 further has the following characteristics: The vehicle management method further includes determining whether or not charging data for obtaining the first SOH information has been measured. Determining whether or not the above historical data has been tampered with includes, when it is determined that charging data for obtaining the first SOH information has been measured, determining whether or not the historical data has been tampered with by comparing the first SOH information and the second SOH information, which indicate the current degree of degradation of the energy storage device.

[0012] According to the method described above, when charging data for obtaining the first State of Health (SOH) information is acquired, it becomes possible to check whether the history data of the vehicle's energy storage device has been tampered with. Furthermore, since the first and second SOH information show the degree of degradation at the same time, it becomes easier to compare the first and second SOH information under the same conditions. This improves the accuracy of tampering detection.

[0013] When external charging that meets predetermined requirements is performed on a vehicle, it may be determined that charging data for obtaining the first SOH information has been measured. For example, when external charging exceeding a predetermined value is performed on the vehicle's energy storage device, and charging data is measured during that external charging, it may be determined that charging data for obtaining the first SOH information has been measured.

[0014] (Article 3) The vehicle management method described in Article 1 further has the following characteristics: Determining whether the above history data has been tampered with includes determining the degree of deviation between the degree of deterioration indicated by the first SOH information and the degree of deterioration indicated by the second SOH information, determining the degree of deviation between the target time of the first SOH information and the target time of the second SOH information, and determining whether the history data has been tampered with based on the degree of deviation and the degree of deviation.

[0015] As energy storage devices deteriorate over time, if the target time for the first SOH information and the target time for the second SOH information differ, the degree of deterioration indicated by both may not match, even if both SOH information and the second SOH information are correct. Therefore, by comparing the degree of deterioration and target time of both SOH information and the second SOH information, as described above, the accuracy of tamper detection can be improved. Note that the target time for the SOH information indicates the degree of deterioration that the SOH information represents.

[0016] (Article 4) The vehicle management method described in any one of paragraphs 1 to 3 further has the following characteristics: If it is determined that the vehicle management method has been tampered with, it further includes deleting or invalidating the tampered portion of the history data.

[0017] According to the method described above, after tampering with the historical data is detected, it becomes possible to appropriately determine the second SOH information using the untampered portion of the historical data.

[0018] (Article 5) The vehicle management method described in any one of paragraphs 1 to 4 further has the following characteristics: The vehicle management method further includes, when the vehicle or energy storage device is provided to the vehicle user by lease, determining the lease fee for the vehicle or energy storage device based on the second SOH information and notifying the vehicle user of the determined lease fee.

[0019] According to the method described above, it becomes possible to inform vehicle users of the lease fee, which is determined based on highly reliable second-level information, while also verifying whether the historical data has been tampered with. The notification method can be either display or audio.

[0020] (Item 6) The vehicle management method according to any one of Items 1 to 5 further has the following features. The charging data of the power storage device indicates at least one of the current and voltage of the power storage device during external charging. The history data of the power storage device indicates at least one of the state of the power storage device during vehicle travel and the state of the power storage device when the vehicle is parked. Each of the first SOH information and the second SOH information indicates the capacity retention rate or the internal resistance of the power storage device.

[0021] According to the above method, it becomes easier to accurately obtain the first SOH information and the second SOH information. In order to accurately obtain the degree of deterioration of the power storage device, it is preferable that the charging data indicates both current and voltage. From the relationship between the current and voltage indicated by the charging data (for example, the slope of the graph), it becomes possible to accurately obtain the internal resistance of the power storage device. The charging data may further indicate the temperature of the power storage device at the start of charging or during charging. Also, the history data of the power storage device may indicate at least one of the current, voltage, temperature, and remaining charge of the power storage device during vehicle travel as the state of the power storage device during vehicle travel. The history data of the power storage device may indicate at least one of the temperature and remaining charge of the power storage device during vehicle parking as the state of the power storage device when the vehicle is parked.

[0022] According to a certain aspect, a program for causing a computer to execute the vehicle management method according to any one of Items 1 to 6 is provided. In another aspect, a computer device for distributing the program is provided.

[0023] According to the aspect according to the second viewpoint of the present disclosure, the following computer system is provided.

[0024] (Item 7) The computer system includes one or more processors and one or more storage devices that store a program for causing the one or more processors to execute the vehicle management method according to any one of Items 1 to 6.

[0025] According to the above computer system, the aforementioned vehicle management method is preferably executed. The computer system may include a plurality of processors installed in separate computers and a plurality of storage devices installed in separate computers. For example, the computer system may include a processor and a storage device installed in a vehicle and a processor and a storage device installed in a stationary server. The computer system may be implemented on the cloud.

[0026] According to an aspect of the third aspect of the present disclosure, a vehicle management system described below is provided. (Item 8) The vehicle management system includes a vehicle including a power storage device and a storage device, a power supply facility that supplies power for external charging of the power storage device, and a server configured to be communicable with each of the vehicle and the power supply facility. The vehicle is configured to record history data regarding deterioration of the power storage device in the storage device when external charging of the power storage device is not being performed. The server is configured to obtain, from the vehicle or the power supply facility, charging data of the power storage device measured during the external charging after the vehicle has performed external charging of the power storage device using the power supply facility, to obtain first SOH information indicating the degree of deterioration of the power storage device based on the charging data of the power storage device, to obtain the history data of the power storage device from the vehicle or the power supply facility, to obtain second SOH information indicating the degree of deterioration of the power storage device based on the history data of the power storage device, and to compare the first SOH information and the second SOH information to determine whether the history data has been tampered with.

[0027] According to the above system, the vehicle management method described above is preferably executed. The vehicle may be an electric vehicle (xEV) that uses electric power as all or part of the power source. Examples of xEVs include BEVs (battery electric vehicles), PHEVs (plug-in hybrid vehicles), FCEVs (fuel cell vehicles), and the like.

Advantages of the Invention

[0028] This disclosure makes it possible to provide a vehicle management method, a vehicle management system, and a computer system that can verify whether or not the history data of the energy storage device installed in a vehicle has been tampered with. [Brief explanation of the drawing]

[0029] [Figure 1] This figure illustrates an overview of the vehicle management system according to the embodiment of the present disclosure. [Figure 2] Figure 1 is a diagram illustrating the process of recording historical data in the vehicle shown. [Figure 3] Figure 1 illustrates the external charging process performed by the vehicle shown in Figure 1. [Figure 4] This flowchart shows the process related to external charging performed by the vehicle shown in Figure 1. [Figure 5] Figure 1 is a flowchart showing the process related to the detection of tampering with historical data, which is performed by the management center. [Figure 6] These figures illustrate the notification process shown in Figures 2 and 4. [Figure 7] Figure 1 is a flowchart showing the contract-related processing performed by the management center. [Figure 8] This flowchart shows a first modified example of the process shown in Figure 2. [Figure 9] Figures 4 and 5 are flowcharts showing modified versions of the process. [Figure 10] This flowchart shows a second modified example of the process shown in Figure 2. [Modes for carrying out the invention]

[0030] 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.

[0031] Figure 1 is a diagram illustrating the overview of the vehicle management system according to this embodiment. The vehicle management system shown in Figure 1 includes a dealer 100, a battery replacement station (hereinafter referred to as "BSta") 200, and a management center 500.

[0032] 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.

[0033] The management center 500 comprises a processor 510, a storage device 520, and a communication module 530. The processor 510 includes, for example, a CPU (Central Processing Unit). The storage device 520 is configured to store stored information. The storage device 520 may include an HD (hard disk) drive or an SSD (solid state drive). The communication module 530 is connected to a communication network NW, for example, by a wire. Dealer 100 includes a server 150. BSta 200 includes a server 250. Servers 150 and 250 are also connected to a communication network NW, for example, by a wire. The management center 500, 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 also include a mobile phone network.

[0034] Automobile manufacturers sell or lease the vehicles they manufacture through dealers 100. In this embodiment, multiple types of lease methods are employed, including partial leases and full leases. Server 150 manages vehicle information (vehicle information) provided by dealers 100, distinguishing it by vehicle ID. Server 150 continuously transmits the latest vehicle information to management center 500. Dealer 100 may, for example, lease the battery storage device 12A of vehicle 10A (vehicle A) shown in Figure 1 to a user using a partial lease method. In vehicle 10A (partially leased vehicle), the vehicle body 11A is owned by the user, and the battery storage device 12A is owned by the automobile manufacturer. Alternatively, dealer 100 may, for example, lease vehicle 10B (vehicle B) shown in Figure 1 to a user using a full lease method. In vehicle 10B (fully leased vehicle), the entire vehicle (vehicle body 11B and battery storage device 12B) is owned by the automobile manufacturer. Furthermore, dealer 100 may sell vehicle 10C (vehicle C) shown in Figure 1 to a user. In the case of vehicle 10C (vehicle for sale), the entire vehicle (vehicle body 11C and energy storage device 12C) becomes the property of the user.

[0035] A vehicle user who enters into a lease agreement with a leasing company can receive lease services for a predetermined unit period by paying lease fees for that unit period. The period for which lease fees are paid corresponds to the lease period. In this embodiment, the length of the lease period (unit period) is set to one month.

[0036] In this embodiment, when a dealer 100 employee sells or leases a vehicle 10, they write the vehicle's identification information (vehicle ID), specifications, and contract information to the storage device of the server 150 (not shown) and to the storage device of the vehicle 10 (for example, the storage device 111b shown in Figure 2, described later). The server 150 also transmits this information to the management center 500, which stores this information in the storage device 520.

[0037] The specifications of vehicle 10 include information such as the dimensions and driving performance of vehicle 10, as well as the specifications of various components installed in vehicle 10. The specifications of vehicle 10 include, for example, the specifications of the energy storage device (e.g., capacity and maximum output). Furthermore, the specifications of vehicle 10 include information indicating the degree of degradation of the energy storage device installed in vehicle 10 at the start of use. The start of use refers to the point when the vehicle user begins using the energy storage device (e.g., at the start of the lease or at the time of vehicle purchase). In this embodiment, the capacity retention rate is used as a parameter (SOH: State of Health) indicating the degree of degradation of the energy storage device. The capacity of the energy storage device corresponds to the amount of electricity stored in the energy storage device when fully charged. The capacity retention rate is the ratio of the current capacity to the initial capacity, expressed, for example, as 0 to 100%. However, it is not limited to this, and internal resistance may be used instead of the capacity retention rate.

[0038] Contract information includes the contract date and time, the type of contract (e.g., partial lease / full lease / sale), and monetary information (e.g., lease fee or purchase price). Furthermore, contract information for lease agreements includes the lease term.

[0039] In this embodiment, multiple dealers 100 and multiple BSt 200s are installed to cover the entire area under the jurisdiction of the vehicle management system. The BSt 200s are configured to replace vehicle energy storage devices. Energy storage devices leased by the automobile manufacturer to vehicle users through the dealers 100s are returned by the vehicle users to the BSt 200s. In this embodiment, secondary batteries are used as energy storage devices. However, any device capable of storing electricity is acceptable as an energy storage device.

[0040] 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 and the historical data recording process performed by Vehicle 10.

[0041] 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 (electric vehicle) 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.

[0042] 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.

[0043] Power input to the inlet 112 from outside the vehicle (for example, from the EVSE described later) is supplied to the charger 113. The charger 113 uses the power supplied from the inlet 112 to generate charging power according to instructions from the ECU 111 and outputs 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 uses these circuits to generate charging power. 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.

[0044] 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.

[0045] 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.

[0046] The communication device 118 includes a communication interface for communicating with devices outside the vehicle (e.g., the management center 500 and the mobile terminal 30). The ECU 111 communicates with the external devices through the communication device 118.

[0047] 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.

[0048] 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, server 250, and server 150 through the mobile app.

[0049] ECU111 executes a series of processes S11 to S16 shown in Figure 2. This series of processes is initiated by ECU111, which is activated in response to a user request. In the flowchart, "S" represents a step.

[0050] In S11, the ECU 111 measures the state of the battery 12 (e.g., temperature, current, voltage, and SOC) based on the detection signal from the BMS 114. In S12, the ECU 111 records the measured battery data in the storage device 111b, linked to the detection time. The battery data (data indicating the state of the battery 12) recorded in the vehicle 10 in S12 corresponds to historical data regarding the degradation of the battery 12. Note that SOC (State of Charge) indicates the remaining charge, for example, it is the ratio of the current charge to the charge in a fully charged state, expressed as 0 to 100%. Known methods may be used to measure SOC, and at least one of the current integration method, OCV (open circuit voltage) estimation method, equivalent circuit model method, and nonlinear Kalman filter method may be used.

[0051] In the following S13, the ECU 111 determines whether a predetermined display condition is met. For example, if the user terminal of the vehicle 10 (e.g., the in-vehicle HMI or mobile terminal 30) requests the ECU 111 to display battery value information in response to user operation, the display condition is met. In addition, for leased vehicles (vehicle A or vehicle B), the display condition is met if the remaining time until the end of the lease period becomes shorter than a predetermined time (for example, when it is 1 to 3 days before the end of the lease period). However, the display conditions are not limited to these, and can be set arbitrarily.

[0052] If the display condition is met (YES in S13), the processes in S14 and S15 are executed, and then the process proceeds to S16. If the display condition is not met (NO in S13), the processes in S14 and S15 are not executed, and the process proceeds to S16.

[0053] In S16, the ECU 111 determines whether the vehicle 10 is performing external charging of the battery 12. External charging is the process of charging a battery storage device mounted on the vehicle with power supplied from outside the vehicle. If the vehicle 10 is not performing external charging of the battery 12 (NO in S16), the process returns to the first step (S11). Therefore, when the vehicle 10 is not performing external charging of the battery 12, processes S11 and S12 are repeatedly executed. Each time process S12 is executed, the history data held by the vehicle 10 is updated. Processes S11 and S12 are executed both while the vehicle 10 is running and when the vehicle is idle, and the state of the battery 12 is measured and recorded. Therefore, the history data of the battery 12 recorded in the vehicle 10 includes data showing the current, voltage, temperature, and SOC of the battery 12 while the vehicle 10 is running, and data showing the temperature and SOC of the battery 12 when the vehicle 10 is idle.

[0054] When vehicle 10 starts external charging of battery 12, S16 is determined to be YES, and the series of processes shown in Figure 2 ends. However, once external charging is finished, the series of processes S11 to S16 shown in Figure 2 resume (see S30 in Figure 4, described later).

[0055] If the display conditions are met (YES in S13), the ECU 111 requests battery value information from the management center 500 in S14. Specifically, the ECU 111 sends a first request signal to the management center 500 that includes the identification information of the vehicle 10 (vehicle ID) and at least a portion of the history data (battery data) recorded in the vehicle 10 in S12. The first request signal includes, for example, history data from a reference point to the present time. The reference point may be the time of initial use (the time when the user starts using the battery 12). In subsequent transmissions (S14), the ECU 111 may send only the additional history data.

[0056] When the management center 500 receives a first request signal from the vehicle 10 (ECU 111), it executes the processes S31 to S33 described below. The management center 500 may also store the history data included in the received first request signal in the storage device 520, linked to the identification information (vehicle ID) of the vehicle 10.

[0057] In S31, the management center 500 obtains second SOH information indicating the degree of battery 12 degradation based on the history data received from the vehicle 10 (history data regarding the degradation of the battery 12 recorded in the vehicle 10).

[0058] Specifically, the historical data includes temperature data of the battery 12 during vehicle 10 operation and while the vehicle is idle (e.g., graph data showing the temperature trend, or a histogram showing the frequency for each temperature range). When the temperature of the battery 12 falls outside the normal operating range, the degradation of the battery 12 tends to progress. For example, the longer the battery 12 is at a high temperature (e.g., a temperature exceeding the heat resistance threshold), the more the degradation of the battery 12 progresses. Also, the longer the battery 12 is at a low temperature (e.g., a temperature below the cold resistance threshold), the more the degradation of the battery 12 progresses. Therefore, the management center 500 can obtain the degree of degradation of the battery 12 due to temperature based on the temperature data of the battery 12 included in the historical data.

[0059] Furthermore, the above historical data includes the State of Charge (SOC) data of the battery 12 while the vehicle 10 is idle (for example, graph data showing the trend of SOC, or a histogram showing the frequency for each SOC range). The longer the battery 12 is left idle with a high remaining charge (for example, when the SOC exceeds the degradation threshold), the more the degradation of the battery 12 tends to progress. Therefore, the management center 500 can obtain the degree of degradation of the battery 12 caused by being left idle in a high SOC state, based on the SOC data of the battery 12 included in the above historical data.

[0060] Furthermore, the above historical data includes data showing the current, voltage, and SOC of the battery 12 while the vehicle 10 is running. The more times the battery 12 is overcharged (for example, charging where the charging power exceeds the charging durability value, or charging where the SOC exceeds the upper limit of the recommended range), the more the battery 12 tends to deteriorate. Also, the more times the battery 12 is over-discharged (for example, discharging where the discharge power exceeds the discharge durability value, or discharging where the SOC falls below the lower limit of the recommended range), the more the battery 12 tends to deteriorate. For this reason, the management center 500 can obtain the degree of deterioration of the battery 12 caused by charging and discharging while the vehicle 10 is running, based on the data showing the current, voltage, and SOC of the battery 12 included in the above historical data.

[0061] The management center 500 uses, for example, conversion information (formulas, maps, models, etc.) determined according to the characteristics of the battery 12 to convert the degradation progress of the battery 12, obtained from the battery 12's historical data, into a decrease in the capacity retention rate. Then, the management center 500 determines the current capacity retention rate of the battery 12 based on the capacity retention rate at a reference point (specification information) and the decrease in the capacity retention rate corresponding to the degradation progress from the reference point to the present. This provides second SOH information indicating the current capacity retention rate of the battery 12. In this embodiment, the degradation level of the battery 12 is expressed as the capacity retention rate. The higher the degradation level of the battery 12, the lower the capacity retention rate.

[0062] The above conversion information is pre-stored in, for example, the storage device 520 of the management center 500. The conversion information may be fixed information or may be updated periodically. Conversion information may be provided for each evaluation item. The evaluation items may be the four items mentioned above (temperature, leaving the battery in a high SOC state, overcharging during driving, and over-discharging during driving), or two or three items selected from the four items mentioned above, or even just one item (for example, temperature). The conversion information may convert the degree of degradation into an increase in internal resistance rather than a decrease in capacity retention rate. Note that the method for determining the SOH of the battery 12 is not limited to the method described above, and any method can be used.

[0063] Next, in S32, the management center 500 acquires battery value information based on the capacity retention rate of battery 12 indicated by the second SOH information obtained in S31. Battery value information is price information that fluctuates according to the value of the battery. The management center 500 evaluates the value of battery 12 based on the SOH (capacity retention rate) of battery 12. The management center 500 evaluates that the higher the capacity retention rate of battery 12 (i.e., the less the degree of degradation of battery 12), the higher the value of battery 12. If vehicle 10 is vehicle A (partially leased vehicle), the management center 500 acquires battery value information indicating the lease fee for battery 12 for the next unit period (e.g., the following month). If vehicle 10 is vehicle B (fully leased vehicle), the management center 500 acquires battery value information indicating the lease fee for vehicle 10 for the next unit period (e.g., the following month). If vehicle 10 is vehicle C (a vehicle that has been sold), the management center 500 obtains battery value information indicating the selling price of battery 12 (or the selling price of vehicle 10). The lease fee for battery 12, the lease fee for vehicle 10, the selling price of battery 12, and the selling price of vehicle 10 all increase as the value of battery 12 increases.

[0064] Next, in S33, the management center 500 transmits the battery value information acquired in S32 to the vehicle 10. When the vehicle 10's ECU 111 receives the battery value information from the management center 500, in S15 it notifies the vehicle user of either the lease fee for battery 12 indicated by the battery value information received from the management center 500, the lease fee for vehicle 10, or the sales price of battery 12 (or the sales price of vehicle 10). Specifically, the ECU 111 controls the vehicle 10's user terminal (e.g., an in-vehicle HMI or mobile terminal 30) so that it displays the lease fee or sales price. As a result, if vehicle 10 is vehicle A, vehicle B, or vehicle C, the vehicle user is notified of the lease fee for battery 12 for the next unit period, the lease fee for vehicle 10 for the next unit period, or the sales price of battery 12 (or the sales price of vehicle 10), respectively. After that, the process proceeds to S16 as described above. Furthermore, the notification method is not limited to displays; it may also be done via audio.

[0065] Figure 3 illustrates the external charging of the battery 12 performed by the vehicle 10 using EVSE. EVSE stands for Electric Vehicle Supply Equipment.

[0066] Referring to Figure 3, the EVSE 20 is configured to supply power to the vehicle 10. The main body of the EVSE 20 incorporates a control unit 21 and a circuit unit 22. The EVSE 20 further includes a charging cable 23 extending outward from the main body of the EVSE 20. The EVSE 20 outputs, for example, AC (alternating current) power. However, it is not limited to this, and the EVSE 20 may also output DC (direct current) power.

[0067] 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.

[0068] The inlet 112 of the vehicle 10 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 (plug-in state). The communication device 118 of the vehicle 10 includes a communication I / F for communicating with the EVSE 20 (control unit 21). The plug-in state of the vehicle 10 allows it to communicate with the EVSE 20. On the other hand, for example, when the vehicle 10 is in motion, the vehicle 10 becomes electrically disconnected from the EVSE 20 (plug-out state). The EVSE 20 further includes a connection detection circuit (not shown) for detecting the state of the connector 24 (plug-in state / plug-out state).

[0069] 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, 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 vehicle 10 can perform external charging of the battery 12 using the power supplied from the external EVSE 20. Specifically, the vehicle 10 performs external charging of the battery 12 by the process shown in Figure 4, which is described below.

[0070] Figure 4 is a flowchart showing the process related to external charging performed by the vehicle 10. When the ECU 111 receives a request for external charging, it interrupts the series of processes shown in Figure 2 and starts the series of processes shown in Figure 4. For example, when the vehicle 10 is plugged in (connected to the power supply equipment), the ECU 111 may be requested to perform external charging. Alternatively, when the vehicle 10 is plugged in, the ECU 111 may be requested to perform external charging from the user terminal of the vehicle 10 or from the power supply equipment in response to user operation. The series of processes shown in Figure 4 are started when the vehicle 10 and the power supply equipment (e.g., EVSE 20) are connected (plugged in).

[0071] Referring to Figure 4, in S21, the ECU 111 acquires the charging conditions (conditions related to external charging). The charging conditions include, for example, the specifications of the power supply equipment connected to the vehicle 10 (e.g., power supply voltage and maximum power supply current), conditions specified by the vehicle user (e.g., the charging termination conditions described later), the state of the vehicle 10 at the start of charging (e.g., the state of charge of the battery 12 at the start of charging), and the current time (charging start time).

[0072] In the following S22, the ECU 111 controls the charger 113 so that the battery 12 is charged by the power supplied from the power supply equipment to the inlet 112 of the vehicle 10. This enables external charging of the battery 12. Furthermore, in S23, the ECU 111 obtains charging data indicating the state of the battery 12 while external charging is being performed by measuring the state of the battery 12 (e.g., temperature, current, voltage, and SOC) based on detection signals from the BMS 114. The ECU 111 then records the measured charging data in the storage device 111b, linked to the detection time.

[0073] In the following step S24, the ECU 111 determines whether the charging termination condition has been met. The charging termination condition may be a condition specified by the user (for example, the SOC at the end of charging or the charging time). If the user has not specified a charging termination condition, the charging termination condition may be met when the SOC of the battery 12 reaches 100% (a value indicating full charge). Alternatively, the charging termination condition may be met when the user requests the end of charging.

[0074] If the charging termination condition is not met (NO in S24), the process returns to S22. Therefore, as long as the charging termination condition is not met, processes S22 and S23 are repeatedly executed. As a result, external charging continues (S22), and battery data (charging data) during external charging is measured and recorded (S23). When the charging termination condition is met (YES in S24), the process proceeds to S25. As a result, processes S22 and S23 are no longer executed, and external charging ends.

[0075] In S25, the ECU 111 determines whether the starting SOC (the SOC of battery 12 at the start of charging) is lower than a predetermined value (hereinafter referred to as "Th1"). If the starting SOC is lower than Th1 (YES in S25), the ECU 111 determines in S26 whether the ending SOC (the SOC of battery 12 at the end of charging) is higher than a predetermined value (hereinafter referred to as "Th2"). Since this is immediately after the completion of external charging, the ending SOC corresponds to the current SOC of battery 12. Th1 is preferably 40% or less, and is set to, for example, around 30%. Th2 is preferably 70% or more, and is set to, for example, around 80%.

[0076] In this embodiment, Th1 and Th2 correspond to thresholds for determining whether sufficient charge data has been measured to obtain the first SOH information. Specifically, a YES determination in both S25 and S26 means that external charging was performed in at least the SOC range from Th1 to Th2, and charge data was acquired during external charging. If a YES determination is made in both S25 and S26, it is considered that charge data for obtaining the first SOH information has been measured, and the process proceeds to S27. On the other hand, if a NO determination is made in either S25 or S26, it is considered that charge data for obtaining the first SOH information has not been measured, and the process does not proceed to S27, and the series of processes shown in Figure 4 ends.

[0077] The decision of whether or not to proceed to S27 is not limited to S25 and S26, and can be changed as appropriate. For example, instead of S25 and S26, the ECU 111 may determine whether sufficient charge data has been measured to obtain the first SOH information based on whether or not external charging exceeding a predetermined value in charge time or charge amount has been performed.

[0078] In S27, the ECU 111 requests the management center 500 to perform a check for tampering with the history data. Specifically, the ECU 111 sends a second request signal to the management center 500 that includes the vehicle identification information (vehicle ID), the charging data measured in S23 (battery data measured during the current external charging), and the history data from the reference point to just before the start of external charging. Upon receiving the request, the management center 500 performs a check for tampering with the history data and sends the check result and battery value information to the vehicle 10 (see Figure 5 described later). The vehicle 10 and the management center 500 may communicate directly via wireless communication, or they may communicate via wired communication through power supply equipment (e.g., EVSE 20).

[0079] In S28, ECU111 determines whether or not it has received the above judgment result and battery value information, and waits until it has received them (NO in S28). If it has received them (YES in S28), the process proceeds to S29. ECU111 records the judgment result received from the management center 500 in the storage device 111b, linked to the judgment time. If the judgment result has been tampered with, vehicle 10 also receives new history data in addition to the above judgment result and battery value information.

[0080] In S29, the ECU 111 notifies the vehicle user of the battery value information received from the management center 500. The processing in S29 is the same as, for example, the processing in S15 in Figure 2. However, in S29, the battery value information obtained using the first SOH information (see S48 in Figure 5, described later) is notified to the vehicle user. Specifically, in the processing of S29, if vehicle 10 is vehicle A, vehicle B, or vehicle C, the lease fee for battery 12 for the next unit period, the lease fee for vehicle 10 for the next unit period, and the sales price of battery 12 (or the sales price of vehicle 10) are notified to the vehicle user, respectively. The notification method may be either display or audio.

[0081] In the subsequent S30, the ECU 111 resumes the history data recording process (more specifically, the series of processes S11 to S16 shown in Figure 2 above). However, if the judgment result indicates tampering, the ECU 111 updates the history data stored in the storage device 111b based on the new history data received from the management center 500 (history data with the tampered portion erased), and then resumes the history data recording process. This makes it possible to appropriately determine the second SOH information using the untampered portion of the history data. Once the process in S30 is executed, the series of processes shown in Figure 4 is completed.

[0082] Figure 5 is a flowchart showing the process related to the detection of tampering with historical data, which is performed by the management center 500. When the management center 500 receives the second request signal (S27 in Figure 4), it starts the series of processes described below.

[0083] Referring to Figure 5, in S40, the management center 500 acquires (extracts) the charging data and history data included in the second request signal. The management center 500 may store the received charging data and history data included in the second request signal in the storage device 520, linked to the identification information (vehicle ID) of the vehicle 10. Note that the charging data may be transmitted to the management center 500 from the power supply equipment (e.g., EVSE 20) without going through the vehicle 10. For example, the power supply equipment may measure the charging data during charging and transmit the charging data to the management center 500 after charging is complete.

[0084] Next, in S41, the management center 500 obtains first SOH information indicating the degree of degradation of the battery 12 based on the above charging data.

[0085] Specifically, the above charging data includes data showing the current and voltage of the battery 12 during external charging (for example, graph data showing the changes in current and voltage during external charging). The management center 500 can determine, for example, the amount of energy charged into the battery 12 and the change in the remaining charge of the battery 12 during charging from the changes in current and voltage of the battery 12 during external charging. The management center 500 can determine the capacity of the battery 12 based on the above charging data. For example, the amount of energy charged into the battery 12 from an empty state to a fully charged state corresponds to the capacity of the battery 12. However, it is possible to determine the capacity of the battery 12 from the charging data even if the charging is not from an empty state to a fully charged state. For example, if the battery 12 is charged from a state of charge of 50% to a fully charged state, doubling the amount of energy charged into the battery 12 can be converted to the capacity of the battery 12. In this embodiment, the management center 500 determines the capacity of the battery 12 using charge data within the SOC range from Th1 to Th2 (see S25 and S26 in Figure 4). By pre-defining the SOC range, the accuracy of capacity measurement can be improved. The management center 500 then calculates the capacity retention rate of the battery 12 by dividing the determined current capacity of the battery 12 by the initial capacity (specification information). This provides first SOH information indicating the current capacity retention rate of the battery 12.

[0086] Furthermore, the management center 500 can also determine the internal resistance of the battery 12 based on the above charging data. The changes in current and voltage during external charging vary according to the internal resistance of the battery 12. The management center 500 may also determine the internal resistance of the battery 12 from the relationship between current and voltage shown in the charging data (for example, the slope of the graph). In addition, the above charging data may further include data showing various charging conditions (for example, temperature, charging time, etc.). The management center 500 may use degradation correction information (formulas, maps, models, etc.) related to charging conditions, which is determined according to the characteristics of the battery 12, to perform a correction on the degradation of the battery 12, which is determined from at least one of the current and voltage of the battery 12 during external charging, regarding the charging conditions.

[0087] Next, in S42, the management center 500 obtains second SOH information indicating the degree of battery 12 degradation based on the historical data regarding battery 12 degradation recorded in the vehicle 10. The process in S42 is the same as, for example, the process in S31 in Figure 2. However, in S42, the management center 500 obtains second SOH information using the historical data acquired in S40. This provides second SOH information indicating the current capacity retention rate of the battery 12.

[0088] Next, in S43, the management center 500 calculates the degree of SOH deviation between the first SOH information (S41) and the second SOH information (S42) obtained as described above. The degree of SOH deviation indicates the degree of deviation between the capacity retention rate shown by the first SOH information and the capacity retention rate shown by the second SOH information, and may, for example, indicate the difference (absolute value) or ratio of the two capacity retention rates. The larger the difference (absolute value), the greater the degree of deviation, and the closer the ratio is to 1, the smaller the degree of deviation.

[0089] In the following S44, the management center 500 determines whether the history data acquired in S40 has been tampered with, based on the SOH deviation degree obtained in S43. If the deviation degree indicated by the SOH deviation degree is greater than a predetermined level, the management center 500 determines that the history data has been tampered with (YES in S44), executes the processes in S45 and S46, and then proceeds to S48. On the other hand, if the deviation degree indicated by the SOH deviation degree is less than the predetermined level, the management center 500 determines that the history data has not been tampered with (NO in S44), executes the process in S47, and then proceeds to S48.

[0090] If it is determined that the history data has been tampered with, the management center 500 identifies the tampered portion of the history data in S45 and deletes the tampered portion from the history data. The management center 500 may also perform data analysis of the history data to identify the abnormal data (the tampered portion). Subsequently, in S46, the management center 500 transmits the history data with the tampered portion deleted to the vehicle 10 along with the determination result indicating that tampering has occurred. On the other hand, if it is determined that the history data has not been tampered with, the management center 500 transmits the determination result indicating that no tampering has occurred to the vehicle 10 in S47.

[0091] In S48, the management center 500 acquires battery value information based on the capacity retention rate of the battery 12 indicated by the first SOH information obtained in S41. The process in S48 is the same as the process in S32 in Figure 2, except that the first SOH information is used instead of the second SOH information. The first SOH information indicates the capacity retention rate of the battery 12 with higher accuracy than the second SOH information. Subsequently, in S49, the management center 500 transmits the battery value information acquired in S48 to the vehicle 10. Then, based on the battery value information transmitted in S49, the notification process in S29 in Figure 4, as described above, is executed. Once the process in S49 is executed, the series of processes shown in Figure 5 are completed.

[0092] Figure 6 is a diagram illustrating the notification process in S15 of Figure 2 and S29 of Figure 4, respectively. Referring to Figure 6, in S15 of Figure 2 and S29 of Figure 4, for example, the mobile terminal 30 displays screen Sc1 or Sc2. However, it is not limited to this, and instead of the mobile terminal 30, the in-vehicle HMI may display screens Sc1 and Sc2.

[0093] More specifically, if vehicle 10 is vehicle C (a sold vehicle), the mobile terminal 30 displays screen Sc1 in accordance with instructions from vehicle 10 (ECU 111). Screen Sc1 includes an information unit M11 and an operation unit M12. The information unit M11 displays the sales price (battery value information) of battery 12 obtained by the management center 500. The operation unit M12 is an operation unit that receives battery sale requests from vehicle users. By operating the operation unit M12, vehicle users can sell battery 12 to the automobile manufacturer (leasing company) at the price shown by the information unit M11.

[0094] If vehicle 10 is a leased vehicle (vehicle A or vehicle B), the mobile terminal 30 displays screen Sc2 in accordance with instructions from vehicle 10 (ECU 111). Screen Sc2 includes information units M21 and M22, and operation units M23 and M24. Information unit M21 displays the lease fee (battery value information) for the next unit period (e.g., the following month) as determined by the management center 500. For vehicle A, the lease fee for battery 12 is displayed in information unit M21. For vehicle B, the lease fee for vehicle 10 is displayed in information unit M21. Information unit M22 displays messages related to operation units M23 and M24. Operation unit M23 is an operation unit that receives requests from vehicle users to continue the lease contract. Operation unit M24 is an operation unit that receives requests from vehicle users to terminate the lease contract. Vehicle users can choose to continue or terminate the lease contract using operation units M23 and M24.

[0095] When a vehicle user operates any of the control units M12, M23, or M24, a third request signal indicating which control unit was operated is transmitted from the mobile terminal 30 or the vehicle 10 to the management center 500. Upon receiving the third request signal, the management center 500 starts the series of processes shown in Figure 7, which are described below.

[0096] Figure 7 is a flowchart showing the contract-related processing performed by the management center 500. Referring to Figure 7 in conjunction with Figure 6, the management center 500 determines in S71 and S72 which of the operation units M12, M23, or M24 was operated.

[0097] If the third request signal indicates that the operation unit M23 (Lease Contract Continuation) on screen Sc2 shown in Figure 6 has been operated, then in S71 it is determined to be YES, and the management center 500 executes the contract renewal procedure for continuing the lease contract in the subsequent S81. Once the procedure is completed, the management center 500 notifies the user terminal of vehicle 10 that the lease contract has been continued.

[0098] If the third request signal indicates that the operation unit M24 (lease contract termination) of screen Sc2 shown in Figure 6 has been operated, then S71 determines NO and S72 determines YES, and the management center 500 executes the procedure for terminating the lease contract in the subsequent S82. Once the termination procedure is complete, the management center 500 notifies the user terminal of the vehicle 10 that the lease contract has been terminated and requests the vehicle user to reply whether or not to purchase a replacement battery from the automobile manufacturer (leasing company). The management center 500 waits for a reply from the vehicle user, and upon receiving a reply, determines in S83 whether or not to purchase a battery. If the vehicle user replies that they will not purchase a replacement battery, S83 determines NO. Also, if no reply is received after a predetermined time has elapsed since the management center 500 requested a reply, S83 also determines NO. When S83 determines NO, the series of processes shown in Figure 7 ends. In this case, the automobile manufacturer, for example, dispatches a worker to the vehicle user's home to retrieve the battery 12 (the rented energy storage device) from the vehicle 10.

[0099] On the other hand, if the vehicle user replies that they will purchase a replacement battery, S83 determines that this is YES, and the management center 500 then executes the procedures for a battery sales contract (a contract in which the vehicle user purchases a battery from the automobile manufacturer) in S84. Necessary information (for example, information indicating conditions such as the price) is exchanged between the management center 500 and the user terminal of the vehicle 10, and once an agreement is reached, the contract is concluded. The vehicle user may be allowed to select the type of battery (for example, new or used). The vehicle user may also be allowed to specify the location where the battery will be received. Once a battery sales contract is concluded between the automobile manufacturer and the vehicle user, the management center 500 determines the battery exchange location (for example, one of several dealers 100 and several BSt 200) in S85. If the vehicle user has specified a location to receive the battery, the management center 500 determines the specified location as the battery exchange location. In the subsequent S86, the management center 500 arranges for the battery specified in the contract. Specifically, the management center 500 requests the terminal (server 150 or 250) at the battery replacement location determined in S85 to secure the battery specified in the contract. Subsequently, in S87, the management center 500 sends a notification to the user terminal of vehicle 10 requesting that the battery of vehicle 10 be replaced at the battery replacement location determined in S85.

[0100] When vehicle 10 arrives at the battery exchange location, the battery 12 (rented energy storage device) installed in vehicle 10 is replaced with the battery specified in the contract (the battery purchased by the vehicle user) at the battery exchange location. If the battery exchange location is a dealer 100, the battery exchange is performed by a worker. If the battery exchange location is BSt200, the battery exchange is performed fully automatically. The automobile manufacturer may rent the returned battery 12 to other vehicle users or reuse it for purposes other than automobiles (such as stationary use). Alternatively, the automobile manufacturer may sell the returned battery 12 through the cloud-based battery trading platform shown in Figure 6. The battery trading platform is configured to match sellers and buyers of vehicle batteries and to conclude sales contracts online.

[0101] If the third request signal indicates that the operation unit M12 (battery sale) on screen Sc1 shown in Figure 6 has been operated, then both S71 and S72 are judged as NO, and the management center 500 executes the procedure for the battery sales contract (a contract in which the automobile manufacturer purchases the battery 12 from the vehicle user) in the subsequent S91. Necessary information (for example, information indicating conditions such as the price) is exchanged between the management center 500 and the user terminal of the vehicle 10, and once an agreement is reached, the contract is concluded. In this example, it is a necessary condition for the battery sales contract that the vehicle user concludes a partial lease contract with the automobile manufacturer (leasing company). Once the battery sales contract is concluded in S91, the management center 500 executes the procedure for the partial lease contract in the subsequent S92. At this time, the vehicle user may be allowed to select the type of battery. The vehicle user may also be allowed to specify the location where the battery will be received.

[0102] Once the battery sales contract and partial lease contract are concluded in S91 and S92, the processes described in S85 to S87 are executed. As a result, at the battery exchange location determined in S85, the battery 12 installed in the vehicle 10 (the battery sold by the vehicle user) is replaced with a battery provided by the automobile manufacturer on lease. The automobile manufacturer may lease the purchased battery 12 to other vehicle users or reuse it for purposes other than automobiles (such as stationary use). Alternatively, the automobile manufacturer may sell the purchased battery 12 through the cloud-based battery sales platform shown in Figure 6.

[0103] In the screen Sc1 shown in Figure 6, the information unit M11 displays the selling price of the battery 12. However, the system is not limited to this; instead of the selling price of the battery 12, the information unit M11 may display the selling price of the vehicle 10 (battery value information) determined by the management center 500, and the operation unit M12 may accept vehicle sale requests from vehicle users. The vehicle user may be able to sell the vehicle 10 to the automobile manufacturer (leasing company) at the price shown by the information unit M11 by operating the operation unit M12. Furthermore, the mobile terminal 30 may be configured to switch between the battery sale screen and the vehicle sale screen in response to user operation.

[0104] As described above, the vehicle management method according to this embodiment includes the processes shown in Figures 2, 4, 5, and 7. In this embodiment, the ECU 111, the mobile terminal 30, and the management center 500 correspond to an example of the "computer system" according to this disclosure. Each process is executed by one or more processors executing programs stored in one or more storage devices. However, these processes may be executed by dedicated hardware (electronic circuits) instead of software.

[0105] The vehicle management method according to this embodiment includes: obtaining first SOH information indicating the degree of degradation of the energy storage device (battery 12) equipped in the vehicle 10 based on charging data of the energy storage device measured while the vehicle 10 is performing external charging of the energy storage device using power supplied from an external source (S41 in Figure 5); obtaining second SOH information indicating the degree of degradation of the energy storage device based on historical data regarding the degradation of the energy storage device recorded in the vehicle 10 when the vehicle 10 is not performing external charging of the energy storage device (S42 in Figure 5); and determining whether the historical data has been tampered with by comparing the first SOH information and the second SOH information (S43, S44 in Figure 5). This method makes it possible to confirm whether the historical data of the energy storage device equipped in the vehicle 10 has been tampered with.

[0106] The vehicle management method according to this embodiment further includes determining whether or not charging data for obtaining the first SOH information has been measured (S24-S26 in Figure 4). If all of S24-S26 in Figure 4 are determined to be YES, then in S27, a request is made to the management center 500 to determine whether the history data has been tampered with, and the series of processes shown in Figure 5 (including S43 and S44) are executed. Determining whether or not the history data has been tampered with includes determining whether or not the history data has been tampered with by comparing the first SOH information and the second SOH information, which indicate the current degree of degradation of the energy storage device, when it is determined that charging data for obtaining the first SOH information has been measured (S43 and S44 in Figure 5). With this method, when charging data for obtaining the first SOH information has been acquired, it becomes possible to confirm whether or not the history data of the energy storage device installed in the vehicle has been tampered with. In addition, since the first SOH information and the second SOH information show the degree of degradation at the same timing, it becomes easier to compare the first SOH information and the second SOH information under the same conditions. This improves the accuracy of detecting tampering.

[0107] The vehicle management method according to this embodiment further includes deleting the tampered portion of the history data (S45 in Figure 5) if it is determined that the history data has been tampered with. With this method, after the tampering of the history data is detected, it becomes possible to appropriately obtain the second SOH information using the untampered portion of the history data.

[0108] The vehicle management method according to this embodiment further includes, when the vehicle or energy storage device is provided to the vehicle user by lease, determining the lease fee for the vehicle or energy storage device based on the second SOH information (S32 in Figure 2), and notifying the vehicle user of the determined lease fee (S15 in Figure 2). This method makes it possible to notify the vehicle user of the lease fee determined based on highly reliable second SOH information while confirming whether or not the historical data has been tampered with. Furthermore, by using the second SOH information, it becomes possible to obtain the degree of degradation of the energy storage device during periods when the vehicle 10 is not performing external charging.

[0109] Furthermore, in the vehicle management method described above, the second SOH information is used not only to determine the lease fee, but also to determine the sales price of the used energy storage device (or the sales price of the vehicle equipped with the used energy storage device) (see Figure 6). However, the uses of the second SOH information are not limited to these and are arbitrary. The second SOH information may also be used to determine whether the used energy storage device is reusable or not. Also, 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 or one year).

[0110] The vehicle management system according to this embodiment includes a vehicle 10 equipped with an energy storage device (battery 12) and a storage device 111b, a power supply facility (EVSE 20) that supplies power for external charging of the energy storage device, and a server (management center 500) configured to communicate with each of the vehicle 10 and the power supply facility. The vehicle 10 is configured to record historical data regarding the deterioration of the energy storage device in the storage device 111b when external charging of the energy storage device is not being performed (see S11, S12 in Figure 2). The server is configured to perform the following actions after the vehicle 10 has performed external charging of the energy storage device using the power supply equipment: acquire charging data of the energy storage device measured during the external charging from the vehicle 10 or the power supply equipment (see S27 in Figure 4 and S40 in Figure 5); determine first SOH information indicating the degree of degradation of the energy storage device based on the charging data of the energy storage device (see S41 in Figure 5); acquire history data of the energy storage device from the vehicle or the power supply equipment (see S27 in Figure 4 and S40 in Figure 5); determine second SOH information indicating the degree of degradation of the energy storage device based on the history data of the energy storage device (see S42 in Figure 5); and determine whether the history data has been tampered with by comparing the first SOH information and the second SOH information (see S43 and S44 in Figure 5). With such a system, the vehicle management method described above can be suitably executed.

[0111] In the above embodiment, the "reference time" in S14 and S31 in Figure 2 and S27 in Figure 4 is the time of initial use, but the reference time can be changed as appropriate. For example, the initial time (at shipment) may be used as the reference time. Alternatively, the time when the most recent external charge was performed (last external charge) may be used as the reference time. In S31 in Figure 2, the management center 500 may determine the current capacity retention rate of the battery 12 based on the capacity retention rate obtained based on the charge data at the last external charge (S41 in Figure 5) and the amount of decrease in the capacity retention rate from the last external charge to the present, which is obtained based on the historical data from the last external charge to the present.

[0112] The processing flows shown in Figures 2, 4, 5, and 7 can be modified as needed. 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 the process shown in Figure 4, steps S25 and S26 may be omitted.

[0113] In the vehicle management method according to the above embodiment, the vehicle 10 requests battery value information from the management center 500, and the management center 500 performs the process of obtaining the battery value information (see Figure 2). However, it is not limited to this, and the vehicle 10 may be configured to obtain the battery value information itself. Figure 8 is a flowchart showing a first modified example of the process shown in Figure 2. The vehicle 10 may perform the process shown in Figure 8, which will be described below, instead of the process shown in Figure 2.

[0114] Referring to Figure 8, in this modified example, when the display condition is met (YES in S13), the ECU 111 of the vehicle 10 independently obtains the second SOH information based on the history data (S31A) without requesting battery value information (S14 in Figure 2), and acquires the battery value information based on the obtained second SOH information (S32A). S31A and S32A may be the same as S31 and S32 in Figure 2, respectively. However, the vehicle 10 may obtain the information necessary to obtain the battery value information (for example, price information showing the relationship between battery degradation and battery value information) from the management center 500.

[0115] In the vehicle management method according to the above embodiment, the vehicle 10 requests the management center 500 to perform a tampering check on the history data, and the management center 500 performs the tampering check (see Figures 4 and 5). However, the method is not limited to this, and the vehicle 10 itself may be configured to perform the tampering check. Figure 9 is a flowchart showing a modified version of the process shown in Figures 4 and 5. The vehicle 10 may perform the process shown in Figure 9, which will be described below, instead of the process shown in Figure 4.

[0116] Referring to Figure 9, in this modified example, if all of S24 to S26 are judged as YES, the ECU 111 of the vehicle 10 performs the tampering judgment itself through the processing of S41A to S44A without making a request for tampering judgment (S27 in Figure 4). S41A, S42A, S43A, and S44A may be the same as S41, S42, S43, and S44 in Figure 5, respectively. If it is determined that the history data has been tampered with (YES in S44A), the ECU 111 identifies the tampered portion of the history data in S45A and invalidates the tampered portion of the history data. This prohibits the use of the tampered portion. Subsequently, in S46A, the ECU 111 records the judgment result indicating tampering (tampering flag ON) in the storage device 111b, linked to the judgment time. On the other hand, if it is determined that the history data has not been tampered with (NO in S44A), the ECU 111 records the determination result indicating no tampering (tampering flag OFF) in the storage device 111b in S47A, linked to the determination time.

[0117] In the vehicle management method according to the above embodiment, whether or not the history data has been tampered with is determined by comparing the first SOH information and the second SOH information for which the target time is the same (see Figures 4 and 5). However, the method is not limited to this, and whether or not the history data has been tampered with may also be determined by comparing the first SOH information and the second SOH information for which the target time is different. The target time of the SOH information indicates when the deterioration level of the SOH information represents. For example, if the target time of the SOH information is "A year B month C day D hour E minute", it means that the SOH information represents the deterioration level of the energy storage device at "A year B month C day D hour E minute".

[0118] Figure 10 is a flowchart showing a second modified version of the process shown in Figure 2. Vehicle 10 may perform the process shown in Figure 10, which will be described below, instead of the process shown in Figure 2. In this modified vehicle management method, tampering detection is performed not only by the processes shown in Figures 4 and 5, but also by the process shown in Figure 10.

[0119] Referring to Figure 10, in this modified example, S13A, S14A, and S15A are used instead of S13, S14, and S15 (Figure 2). In S13A, the ECU 111 determines whether a predetermined judgment condition is met. For example, if a user terminal in the vehicle 10 (e.g., an in-vehicle HMI or mobile terminal 30) requests the ECU 111 to determine whether the history data has been tampered with in response to a user operation, the judgment condition is met. However, the judgment condition is not limited to this and can be set arbitrarily.

[0120] If the judgment condition is met (YES in S13A), the processes in S14A and S15A are executed, and then the process proceeds to S16. If the display condition is not met (NO in S13A), the processes in S14A and S15A are not executed, and the process proceeds to S16. In S14A, the ECU 111 requests the management center 500 to determine if the history data has been tampered with. Specifically, the ECU 111 sends a fourth request signal to the management center 500 that includes the identification information of the vehicle 10 (vehicle ID), the most recent charge data (battery data measured during the previous external charge), and the history data from the reference point to the present. Since the most recent charge data was recorded in the storage device 111b in S23 of Figure 4 during the previous external charge, the ECU 111 can obtain the most recent charge data from the storage device 111b. Upon receiving the request, the management center 500 starts a series of processes from S41B to S47B.

[0121] In S41B, the management center 500 obtains first SOH information, which indicates the degree of degradation of the battery 12 during the previous external charge, based on the most recent charge data included in the fourth request signal. That is, the time for which the first SOH information is relevant is the time when the most recent external charge was performed (for example, the start time of the previous external charge).

[0122] Next, in S42B, the management center 500 obtains second SOH information, which indicates the current state of degradation of the battery 12, based on the historical data included in the fourth request signal. In other words, the time period for which the second SOH information is relevant is the current time.

[0123] Next, in S43B, the control center 500 calculates the SOH deviation, which indicates the degree of discrepancy between the degree of deterioration indicated by the first SOH information and the degree of deterioration indicated by the second SOH information, and the time deviation, which indicates the degree of discrepancy between the target time of the first SOH information and the target time of the second SOH information. The control center 500 may obtain the difference (absolute value) or ratio of the degree of deterioration as the SOH deviation. The control center 500 may also obtain the difference (absolute value) or ratio of the target time as the time deviation.

[0124] Next, in S44B, the management center 500 determines whether the history data has been tampered with based on the SOH deviation and time deviation. Specifically, the target time for the first SOH information is earlier than the target time for the second SOH information. As the battery 12 deteriorates over time, the management center 500 converts the degree of deterioration of the battery 12 indicated by the first SOH information to the degree of deterioration of the battery 12 at the present time (the target time for the second SOH information) based on the time deviation. The management center 500 may also add the degree of deterioration progress corresponding to the time deviation to the degree of deterioration of the battery 12 indicated by the first SOH information. The management center 500 then compares the current degradation level of the battery 12 obtained from the first SOH information with the current degradation level of the battery 12 indicated by the second SOH information. If the degree of discrepancy between the two is greater than a predetermined level, the management center 500 determines that the history data has been tampered with (YES in S44B) and executes the processes in S45B and S46B. In S45B, the management center 500 identifies the tampered portion of the history data, and in the subsequent S46B, it transmits the tampering information indicating the tampered portion of the history data to the vehicle 10 along with the determination result indicating that tampering has occurred. On the other hand, if the degree of discrepancy between the two is less than the predetermined level, the management center 500 determines that the history data has not been tampered with (NO in S44B) and executes the process in S47B. In S47B, the management center 500 transmits the determination result indicating that no tampering has occurred to the vehicle 10.

[0125] When the ECU 111 of vehicle 10 receives a judgment result from the management center 500, it executes the process in S15A. In S15A, the ECU 111 notifies the vehicle user of the result of the judgment on whether the history data has been tampered with. Specifically, the ECU 111 controls the user terminal of vehicle 10 (e.g., an in-vehicle HMI or mobile terminal 30) so that the user terminal displays the judgment result (tampered with / not tampered with). If the judgment result is that tampering has been detected, the ECU 111, in S15A, erases the tampered portion of the history data based on the tampering information received from the management center 500. The process then proceeds to S16.

[0126] The vehicle management method according to the above modified example includes: determining the degree of deviation between the degree of deterioration indicated by the first SOH information and the degree of deterioration indicated by the second SOH information (S43B); determining the degree of deviation between the target time of the first SOH information and the target time of the second SOH information (S43B); and determining whether or not the history data has been tampered with based on the SOH deviation and the time deviation (S44B). In this method, the accuracy of the tampering detection is improved by comparing the degree of deterioration and target time of the first SOH information and the second SOH information. Note that steps S13 to S15 and S31 to S33 shown in Figure 2 may be added to the process shown in Figure 10.

[0127] The functions implemented in the management center 500 in the above embodiment may also be implemented in the server 150 (dealer terminal). In this embodiment, the management center 500, server 150, and server 250 are all on-premise servers. However, the embodiment is not limited to this, and the functions of each server may be implemented on the cloud through cloud computing. In other words, 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).

[0128] In the above embodiment, only the battery is replaced, but the battery pack, including the battery and its accessories, may be replaced as a whole. The vehicle may be configured to enable contactless charging. A vehicle performing 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.

[0129] The vehicle may be an xEV (electric vehicle) other than a BEV. The vehicle may be a PHEV 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 have flight capabilities. The vehicle may be an unmanned vehicle (e.g., a robotaxi, an automated guided vehicle, or agricultural machinery).

[0130] 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]

[0131] 10 vehicles, 11 car bodies, 12 batteries, 20 EVSEs, 30 mobile terminals, 100 dealers, 111 ECUs, 150 servers, 200 battery swapping stations, 250 servers, 500 management centers.

Claims

1. The server obtains first SOH information indicating the degree of degradation of a power storage device provided by a vehicle, based on charging data of the power storage device measured while the vehicle is performing external charging of the power storage device using power supplied from an external source, The server obtains second SOH information indicating the degree of deterioration of the energy storage device based on historical data regarding the deterioration of the energy storage device recorded in the vehicle when the vehicle is not performing external charging of the energy storage device, The server determines whether the history data has been tampered with by comparing the first SOH information and the second SOH information. Vehicle management methods, including those mentioned above.

2. The vehicle management method in question is: The vehicle determines whether the charging data for obtaining the first SOH information was measured during the external charging of the energy storage device, based on whether the SOC of the energy storage device at the start of charging is lower than a predetermined first value and the SOC of the energy storage device at the end of charging is higher than a predetermined second value, whether the external charging of the energy storage device is performed for a charging time exceeding a predetermined value, or whether the amount of charged energy exceeds a predetermined value. If it is determined that the charging data for obtaining the first SOH information was not measured, the server will not perform the determination of whether or not the history data has been tampered with. It further includes, Determining whether the aforementioned historical data has been tampered with is, When the server determines that the charging data for obtaining the first SOH information has been measured, it obtains the first SOH information indicating the current degree of degradation of the energy storage device based on the charging data, and obtains the second SOH information indicating the current degree of degradation of the energy storage device based on the historical data from the reference point to immediately before the start of external charging. The server determines whether the historical data has been tampered with by comparing the first SOH information and the second SOH information, which indicate the current degree of degradation of the energy storage device. The vehicle management method according to claim 1, including the method described in claim 1.

3. Determining whether the aforementioned historical data has been tampered with is, The server determines the degree of deviation between the degree of degradation indicated by the first SOH information and the degree of degradation indicated by the second SOH information, The server determines the degree of time discrepancy, which indicates the degree of discrepancy between the target time of the first SOH information and the target time of the second SOH information. The server determines whether the historical data has been tampered with based on the SOH deviation and the time deviation. The vehicle management method according to claim 1, including the method described in claim 1.

4. The vehicle management method according to claim 1, further comprising the server or the vehicle identifying the tampered portion of the history data and deleting or invalidating the tampered portion of the history data if it is determined that the history data has been tampered with.

5. When the vehicle or the energy storage device is provided to the vehicle user by lease, the server calculates the lease fee for the vehicle or the energy storage device based on the first SOH information or the second SOH information, When the external charging of the energy storage device is performed, the vehicle notifies the vehicle user of the lease fee determined based on the first SOH information, After the lease fee determined based on the first SOH information is notified to the vehicle user, during a period when external charging of the energy storage device is not being performed, the vehicle notifies the vehicle user of the lease fee determined based on the second SOH information. The vehicle management method according to claim 1, further comprising:

6. The charging data of the energy storage device indicates at least one of the current and voltage of the energy storage device during external charging. The history data of the energy storage device indicates the state of the energy storage device while the vehicle is in motion and the state of the energy storage device when the vehicle is parked. Each of the first SOH information and the second SOH information indicates the capacity retention rate or internal resistance of the energy storage device. In determining whether the history data has been tampered with, the server determines that the history data has been tampered with if the degree of discrepancy between the degree of deterioration indicated by the first SOH information and the degree of deterioration indicated by the second SOH information is greater than a predetermined level, and determines that the history data has not been tampered with if the degree of discrepancy is less than the predetermined level, according to the vehicle management method of claim 1.

7. A computer system comprising one or more processors and one or more storage devices, The one or more storage devices are Regarding the energy storage device installed in the vehicle, first SOH information indicating the degree of degradation of the energy storage device is obtained based on the charging data of the energy storage device measured while the vehicle is performing external charging of the energy storage device using power supplied from an external source, Based on the historical data regarding the deterioration of the energy storage device recorded in the vehicle when the vehicle is not performing external charging of the energy storage device, a second SOH information indicating the degree of deterioration of the energy storage device is obtained, By comparing the first SOH information and the second SOH information, it is determined whether or not the historical data has been tampered with. A computer system that stores a program that causes one or more processors to execute the aforementioned program.

8. A vehicle equipped with an energy storage device and a memory device, A power supply facility that supplies power for external charging of the aforementioned energy storage device, A vehicle management system including a server configured to communicate with each of the aforementioned vehicles and the aforementioned power supply equipment, The vehicle is configured to record historical data regarding the deterioration of the energy storage device in the storage device when the energy storage device is not being externally charged. The aforementioned server, After the vehicle performs external charging of the energy storage device using the power supply equipment, the charging data of the energy storage device measured during the external charging is acquired from the vehicle or the power supply equipment. Based on the charging data of the energy storage device, first SOH information indicating the degree of deterioration of the energy storage device is obtained, The historical data of the energy storage device is obtained from the vehicle or the power supply equipment, Based on the historical data of the energy storage device, a second SOH information indicating the degree of deterioration of the energy storage device is obtained, By comparing the first SOH information and the second SOH information, it is determined whether or not the historical data has been tampered with. A vehicle management system configured to perform the following actions.

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