Battery management system

Abstract

[Problem] To provide a battery management system for an electrical vehicle that is suitable for a sharing service. [Solution] A battery management system 100 includes: an electric vehicle 2 that can travel as a result of being driven by a motor powered by an exchangeable battery 1; a battery station 3 that can adjust a charging rate and charge the battery 1; and a management server 4 that is connected to the electric vehicle 2 and the battery station 3 via a communication network. The management server 4: quantitatively evaluates the exchangeability of the battery 1 stored in the battery station 3 on the basis of at least the position of the electric vehicle 2 and the remaining cell power of the battery 1 mounted in the electric vehicle 2; determines a charging rate for charging the battery 1 by the battery station 3 on the basis of an evaluation value for the exchangeability of the battery 1; and sends control information related to the determined charging rate to the battery station 3.

Description

Battery Management System

[0001] The present invention relates to a management system for a battery that serves as a drive source for an electric vehicle or the like. Specifically described, the present invention relates to a battery management system including an electric vehicle having a replaceable battery as a drive source, a battery station for charging the battery, and a management server for controlling charging and discharging of the battery. The present invention is also related to the management server itself, a program for the management server, a battery management method, and the like.

[0002] Conventionally, electric vehicles equipped with replaceable batteries have been known. An electric vehicle travels by driving a motor with electric power supplied from a battery via a power control device. Representative examples of such electric vehicles include electric automobiles, electric scooters, and electric assist bicycles.

[0003] Due to problems with battery performance and cost, at present, the distance that can be traveled with a single charge or battery replacement is considered to be shorter than that of general liquid fuel automobiles (such as gasoline vehicles, diesel vehicles, and liquefied natural gas vehicles). Therefore, at present, infrastructure development is underway to increase the number of battery stations for charging the battery so that the battery of an electric vehicle can be charged or replaced frequently. For this reason, when the remaining battery level of the battery of an electric vehicle decreases, the user of the electric vehicle can stop by a nearby battery station and replace the battery of their own vehicle with the battery charged at the battery station, enabling the electric vehicle to continue running.

[0004] Incidentally, typical battery stations require several tens of minutes to several hours to fully charge a battery for an electric vehicle, depending on the charging current. Therefore, even if an electric vehicle arrives at the nearest battery station, if the battery is not fully charged, it has to wait in front of the station until charging is complete. Thus, with conventional systems, it is conceivable that batteries cannot be replaced immediately even if an electric vehicle arrives at a battery station. This has been one of the factors hindering the widespread adoption of electric vehicles and systems including battery stations.

[0005] To address the problems of electric vehicles and battery stations with the battery exchange system described above, the applicant has proposed a battery exchange system for electric vehicles (Patent Document 1). In this battery exchange system, batteries are pre-charged at the battery station, so that when the battery level of an electric vehicle decreases, the depleted battery of the electric vehicle can be instantly exchanged with a charged battery in the station. This has the advantage that electric vehicle users can obtain a charged battery in a short time and do not have to wait while the battery is being charged.

[0006] Furthermore, in the same document, the applicant proposes a technology that, when a user requests a battery replacement, predicts the time it will take for the electric vehicle to arrive at the battery station, and controls the charging speed of each battery stored at the battery station based on the predicted arrival time, thereby preventing unnecessary battery degradation and appropriately controlling the degree of battery degradation and remaining battery capacity.

[0007] International Publication No. WO / 001930 Pamphlet

[0008] Incidentally, in recent years, a social system that uses IT to allow individuals to share goods, services, and places—that is, the sharing economy—has been developing, and electric vehicles are also included in this sharing model. Electric-assist bicycles, in particular, are well-suited for sharing because many people can easily use them as a means of short-distance transportation, and such electric-assist bicycle sharing services are beginning to spread both domestically and internationally. Furthermore, in addition to services where users can only board and return vehicles at designated parking locations (docks), dockless services have also been proposed for electric-assist bicycle sharing, which allow users to freely board and return vehicles regardless of their parking location by monitoring the vehicle's current location on a web server.

[0009] However, in sharing services for electric vehicles such as electric-assist bicycles, the charging of the batteries installed in these electric vehicles becomes a problem. In particular, in dockless services, it is virtually impossible for the service operator to charge all the electric vehicles, so it is necessary to leave the battery charging to the users.Therefore, as proposed in Patent Document 1, it is considered effective to install battery stations for charging replaceable batteries in various locations, and to create a system in which users can instantly replace the depleted battery in their electric vehicle with a charged battery in the battery station.

[0010] However, in electric vehicle sharing services, it is virtually impossible to determine in advance which user will board which electric vehicle, when and where, and in which direction they will travel. In particular, with dockless systems, it is unclear where the electric vehicle will be returned and from where the user will begin using it. In contrast, the system proposed in Patent Document 1 is based on the premise that a specific user owns and manages a specific electric vehicle. As mentioned above, when a user requests a battery replacement, it predicts the time it will take for the electric vehicle to arrive at the battery station and controls the charging speed of each battery stored in the battery station based on that predicted arrival time. However, such a charging control method is difficult to apply directly to electric vehicle sharing services. In other words, in sharing services, it is difficult to determine when, where, and which user will appear in which electric vehicle, making it difficult to predict the time when the electric vehicle will arrive at the battery station. As a result, the algorithm described in Patent Document 1 has the problem that it cannot appropriately control the charging speed of batteries in the battery station under the circumstances of a sharing service.

[0011] Therefore, the present invention aims to provide a battery management system for electric vehicles that is mainly suitable for sharing services.

[0012] The first aspect of the present invention relates to a battery management system. The battery management system according to the present invention includes an electric vehicle, a battery station, and a management server. The electric vehicle is driven by a motor powered by a replaceable battery. Examples of electric vehicles include electric automobiles (electric four-wheeled vehicles), electric three-wheeled vehicles, electric scooters (electric two-wheeled vehicles), and electric bicycles. Electric bicycles include fully electric bicycles that can propel themselves solely by motor power, and electric assist bicycles that use a motor to assist human power. The battery station has equipment that can charge batteries by adjusting the charging speed. The management server is connected to the electric vehicle and the battery station via a communication network. The battery itself may also be connected to the management server via a communication network. In this case, in addition to cases where the electric vehicle itself is directly connected to the management server, or where the battery station itself is directly connected to the management server, the scope of the present invention also includes cases where the electric vehicle is connected to the management server via the battery installed therein, or where the battery station is connected to the management server via the battery stored therein.

[0013] In the present invention, it is preferable that the management server quantitatively evaluates the replaceability of batteries stored in a battery station based on at least the location of the electric vehicle and the remaining battery charge of the battery installed in the electric vehicle, and determines the charging speed of the battery by the battery station based on the evaluation value of the replaceability of the battery. The management server then transmits control information regarding the charging speed determined in this way to the battery station. The battery station controls the charging speed of the batteries stored therein according to this control information from the management server. Here, evaluating the replaceability of batteries stored in a battery station as in the present invention is different from predicting the time when the electric vehicle will arrive at the battery station as described in Patent Document 1. For example, in the present invention, assuming that a user has boarded an electric vehicle with a large battery charge, battery stations close to the boarding location are evaluated as having a low battery replaceability, and battery stations near the limit distance that can be traveled with the remaining charge of that battery are evaluated as having a high battery replaceability. Then, for example, the replaceability of each battery is quantified, and the charging speed of each battery is determined based on the evaluation value. This makes it possible to efficiently charge the batteries in each station even in situations where it is difficult to predict the time of arrival at the battery station. Therefore, according to the present invention, it is possible to realize battery management that is mainly suitable for electric vehicle sharing services.

[0014] In the battery management system according to the present invention, it is preferable that the electric vehicle is shared by multiple users. That is, the system of the present invention is preferably applied to an electric vehicle sharing service. Furthermore, it is preferable that the management server evaluates the possibility of replacing the battery stored in the battery station based on the user's starting position in using the electric vehicle and the user's direction of travel, in addition to the location of the electric vehicle and the remaining battery level of the battery installed in the electric vehicle. For example, based on the user's starting position in using the electric vehicle, a battery station located in the direction of travel of the user riding in the electric vehicle is evaluated as having a high possibility of battery replacement, and a battery station located in the opposite direction of travel is evaluated as having a low possibility of battery replacement. This makes it possible to control the charge amount and charging speed of the battery for the electric vehicle more accurately. Note that "user's direction of travel" here includes not only the direction of travel of the user riding in the electric vehicle, but also the direction of travel of users not riding in the electric vehicle. The direction of travel of users not riding in the electric vehicle can be predicted, for example, based on the movement information of a mobile terminal carried by that user.

[0015] The battery management system according to the present invention further includes user terminals owned by multiple users who share an electric vehicle. Preferably, the management server is capable of transmitting promotional information to the user terminals to guide them to battery stations. In this case, it is preferable that the management server evaluates the possibility of replacing a battery stored in a battery station based on the promotional information, in addition to the location of the electric vehicle and the remaining battery level of the battery installed in the electric vehicle. For example, if the management server sends promotional information to a user terminal that includes a coupon usable near a certain battery station, the user who receives the promotional information is more likely to visit the vicinity of that battery station and replace their battery there. The possibility of replacing a battery also increases or decreases depending on the content of the promotional information (the content of the benefits). Since promotional information thus affects the possibility of replacing a battery, it is preferable that the management server predicts the possibility of replacing each battery by considering the content of the promotional information. Furthermore, since the operator of this system can distribute promotional information to any user, it is also possible to guide any user to a battery station convenient for the operator.

[0016] In the battery management system according to the present invention, it is preferable that the battery station is capable of discharging the battery by adjusting the discharge rate. Note that "discharging" of the battery includes discharging from the battery to the power grid or the facility where the battery station is installed or its vicinity, in other words, selling electricity. Note that "near the facility" means, for example, other facilities located within a 100m radius of that facility. In this case, it is preferable that the management server quantitatively evaluates the need to charge or discharge the battery stored in the battery station based on the electricity market or the electricity demand and supply in the facility where the battery station is installed or its vicinity, and determines the charging or discharging rate of the battery by the battery station based on the evaluation value of the battery's replaceability and the evaluation value of the need to charge or discharge the battery. The management server transmits control information regarding the determined charging or discharging rate to the battery station. The battery station charges or discharges the battery based on the control information received from the management server. Note that "electricity demand and supply in the electricity market or the facility where the battery station is installed or its vicinity" includes not only the timing of electricity demand and supply requests from the power grid, but also electricity charges, CO2, etc. ２ It is preferable to consider factors such as the amount of emissions, carbon tax, and carbon credits. By controlling the charging and discharging speeds of batteries at a battery station, taking into account the supply and demand from the electricity market or the facility where the battery station is installed or its vicinity, it is possible to appropriately control the charging and discharging of electricity, for example, by charging the battery when electricity rates are low and selling electricity from the battery when electricity rates are high.

[0017] In the battery management system according to the present invention, it is preferable that the electric vehicles include multiple categories of electric vehicles with different uses. For example, they can be categorized into large electric vehicles with high power consumption (such as electric cars) and small electric vehicles with low power consumption (such as electric scooters and electric bicycles). In this case, it is preferable that the management server determines the category of electric vehicle to which the battery will be installed according to the degree of battery degradation. For example, batteries with low degradation can be set for large electric vehicles, and batteries with high degradation can be set for small electric vehicles. For example, if the system of the present invention is intended to be applied to a sharing service in which the same battery can be used between different categories of electric vehicles, such as electric cars and electric bicycles, it is possible to determine which electric vehicle to install the battery in according to the degree of battery degradation (such as frequency of use and number of uses). This makes it possible to efficiently reuse batteries within such a sharing service. Furthermore, the battery may be reused not only in electric vehicles but also in portable power supplies and stationary storage batteries.

[0018] In the battery management system according to the present invention, the battery may be usable in equipment other than electric vehicles. This equipment includes multiple categories of equipment with different applications. The management server determines the category of equipment to use the battery according to the degree of battery degradation. The above equipment includes, for example, electric equipment such as power tools, outdoor lighting equipment, household storage batteries, or power grid storage batteries.

[0019] A second aspect of the present invention relates to a management server for controlling the entire battery management system. The management server according to the present invention is a web server connected via a communication network to an electric vehicle that can run by driving a motor with a replaceable battery, and to a battery station that can charge the battery while adjusting the charging speed. Preferably, the management server quantitatively evaluates the replaceability of the battery stored in the battery station based on at least the location of the electric vehicle and the remaining charge of the battery installed in the electric vehicle, determines the charging speed of the battery by the battery station based on the evaluation value of the replaceability of the battery, and transmits control information regarding the determined charging speed to the battery station.

[0020] A third aspect of the present invention relates to a computer program for causing a server device (web server) to function as a management server related to the second aspect described above. The computer program may be downloaded to the server device via the internet, or it may be pre-installed on the server device. The computer program may also be stored on a recording medium such as a CR-ROM.

[0021] A fourth aspect of the present invention relates to a battery management method. In the battery management method according to the present invention, a management server quantitatively evaluates the replaceability of batteries stored in a battery station based on the location of an electric vehicle that can be driven by a motor using a replaceable battery and the remaining charge of the battery installed in the electric vehicle. The management server also determines the battery charging speed by the battery station based on the predicted battery replaceability evaluation value. Then, the battery station charges the battery based on the determined charging speed.

[0022] The present invention can provide a battery management system for electric vehicles that is mainly suitable for sharing services.

[0023] Figure 1 is an overall diagram of the battery management system. Figure 2 is a block diagram showing the functional configuration of the electric vehicle. Figure 3 is a block diagram showing the functional configuration of the battery station. Figure 4 is a block diagram showing the functional configuration of the management server. Figure 5 is a block diagram showing the functional configuration of the user terminal. Figure 6 shows an example of information exchanged between the management server, electric vehicle, user terminal, and battery station. Figure 7 is a flowchart showing an example of the charging control information generation process in the management server. Figure 8 is a schematic score table showing an example of the charging control information generation process. Figure 9 is a flowchart showing the details of the process (step 1) for evaluating the battery replaceability according to the usage status of the electric vehicle. Figure 10 schematically shows an example of a method for evaluating the battery replaceability according to the usage status of the electric vehicle.

[0024] The following describes embodiments for carrying out the present invention with reference to the drawings. The present invention is not limited to the embodiments described below, but also includes modifications made to the following embodiments to the extent that is obvious to those skilled in the art.

[0025] Figure 1 is an overall diagram showing the battery management system 100. As shown in Figure 1, the battery management system 100 includes multiple electric vehicles 2 equipped with replaceable batteries 1, multiple battery stations 3 for charging the replacement batteries 1, a management server 4 for managing the entire system, and user terminals 5 owned by the users of the electric vehicles 2. The electric vehicles 2, battery stations 3, management server 4, and user terminals 5 can send and receive information from each other via short-range wireless communication such as the Internet or Bluetooth®. For example, the electric vehicles 2, battery stations 3, and user terminals 5 are each connected to the management server 4 via the Internet. In addition, the user terminals 5 can communicate with the electric vehicles 2 and battery stations 3 via short-range wireless communication. Furthermore, the battery 1 itself has network communication and short-range wireless communication functions, and the battery 1 can also communicate directly with the electric vehicles 2, battery stations 3, management server 4, and user terminals 5.

[0026] The electric vehicle 2 is driven by a motor powered by electricity supplied from one or more batteries 1 mounted on the vehicle. Examples of electric vehicles 2 include electric cars (electric four-wheeled vehicles), electric three-wheeled vehicles, electric scooters (electric two-wheeled vehicles), and electric bicycles. When the battery level of the drive battery 1 decreases, the electric vehicle 2 stops at a nearby battery station 3. At the battery station 3, multiple batteries 1 are stored and charged. The user of the electric vehicle 2 takes the required number of charged batteries 1 from the battery station 3 and replaces the depleted batteries 1 installed in the electric vehicle 2. This allows the electric vehicle 2 to continue running using the charged batteries 1. On the other hand, batteries 1 with low battery levels are loaded into the battery station 3. When this happens, the battery station 3 receives power from a power source such as the power grid and begins charging the batteries 1 loaded inside.

[0027] Furthermore, in this system, it is preferable that the battery 1 is standardized and can be used in various types of electric vehicles 2. For example, it is preferable that the same battery 1 can be used as a power source for both an electric car and an electric scooter. In addition, the output can be adjusted to suit each vehicle type by changing the number of batteries 1 required for driving between an electric car and an electric scooter.

[0028] The system of the present invention is particularly preferably applied to a sharing service for electric vehicles 2. In particular, the system of the present invention is suitable for a dockless electric vehicle sharing service. Specifically, in a dockless system, electric vehicles 2 equipped with replaceable batteries 1 are parked at any location, and users can freely use the electric vehicles 2. The electric vehicles 2 are connected to a management server 4 via the internet, and the management server 4 knows the current location of all electric vehicles 2. For this reason, the management server 4 can also send information about the parking location of the electric vehicles 2 to the user's terminal 5. Users can also make reservations to use the electric vehicles 2 via the user terminal 5. In addition, each electric vehicle 2 is equipped with a locking device, which is controlled by the management server 4. Therefore, when a user finds an electric vehicle 2 that they wish to use, they can either operate the user terminal 5 to submit a prior application to the management server 4, or use the user terminal 5 to read a two-dimensional code (e.g., QR code®) provided on the electric vehicle 2 and send the vehicle's identification information to the management server 4, or use short-range wireless communication between the user terminal 5 and the electric vehicle 2 to obtain identification information from the vehicle and send it to the management server 4, thereby transmitting information about the electric vehicle 2 they wish to use to the management server 4. The management server 4 performs an authentication process for the user who has applied to use the electric vehicle 2, and if it determines that the user has the right to use the vehicle, it unlocks the locking device of the electric vehicle 2 specified by the user. As a result, the user can board the specified electric vehicle 2 and travel.

[0029] Furthermore, each battery station 3 is equipped with a locking device in its battery compartment, which is controlled by the management server 4. Therefore, when a user wants to use a battery in a battery station 3, they must either operate the user terminal 5 to submit a prior application to the management server 4, or read a two-dimensional code (e.g., QR code®) provided on the battery station 3 with the user terminal 5 and send the battery's identification information to the management server 4, or use short-range wireless communication between the user terminal 5 and the battery station 3 to obtain identification information from the station and send it to the management server 4, thereby sending information about the battery station 3 they wish to use to the management server 4. The management server 4 performs an authentication process for the user who has applied to use the battery station 3, and if it determines that the user has the right to use that battery station 3, it unlocks the locking device of the empty battery compartment of the battery station 3. As a result, the consumed battery removed from the electric vehicle 2 is stored in the empty battery compartment of the battery station 3, and charging begins based on the control from the management server 4. Furthermore, a charged battery can be removed from the battery compartment of the battery station 3 and installed in the electric vehicle 2. In this example, the consumed battery 1 is stored in the battery station 3, and then the charged battery 1 can be removed from the battery station 3. However, the present invention is not limited to this, and the charged battery 1 may be removed from the battery station 3, and then the consumed battery 1 may be stored in the battery station 3.

[0030] Next, we will explain in detail the specific configuration of each device included in this system.

[0031] Figure 2 is a block diagram showing the configuration of an electric vehicle 2 equipped with a battery 1. The electric vehicle 2 mainly includes a replaceable battery 1 and a vehicle control unit 20. The vehicle control unit 20 is connected to the battery 1 via a power line and receives power from the battery 1 to drive the motor 24. The number of batteries 1 installed in the vehicle increases or decreases depending on the type of electric vehicle 2. That is, the number of batteries 1 installed in the electric vehicle 2 may be one or multiple. In addition, each battery 1 used in this system is assigned an identification number (ID). The identification number (ID) of each battery 1 is stored and centrally managed in the battery database 42 of the management server 4, which will be described later.

[0032] Battery 1 mainly comprises a Battery Management System (BMS) 10, a communication device 11, a Global Positioning System (GPS) 12, and a battery cell 13.

[0033] The battery control device 10 is mainly composed of an integrated circuit and various sensors. The battery control device 10 controls one or more battery cells 13 and can measure and calculate battery charging information, including the remaining battery capacity and the number of charging cycles. In addition to the identification number (ID) and remaining battery capacity, the battery charging information acquired by the battery control device 10 may also include the number of charging cycles, battery voltage, current, temperature, and full charge capacity. Note that depending on the type or embodiment of the battery 1, it is not necessarily required to provide the battery control device 10 with the battery 1.

[0034] The communication device 11 of the battery 1 has a communication function that transmits battery charge information acquired by the battery control device 10 to the outside. That is, it is preferable that battery charge information such as the remaining battery charge acquired from the battery control device 10 is transmitted via wired communication (such as CAN) or short-range wireless communication (such as Bluetooth®) to the remaining charge meter 27 mounted on the vehicle control unit 20 or the detector 32 mounted on the battery station 3. Furthermore, the communication device 11 of the battery 1 can communicate bidirectionally with the management server 4 via a communication network such as the Internet. That is, the communication device 11 can transmit battery information acquired by the battery control device 10 to the management server 4 or receive information from the management server 4. In addition, the communication device 11 of the battery 1 may transmit information to the user terminal 5 owned by the user via short-range wireless communication. Note that depending on the type or embodiment of the battery 1, it is not necessarily required to provide the communication device 11 on the battery 1.

[0035] GPS 12 is a device for measuring the current location of battery 1 and obtaining information to identify it. Based on the radio wave transmission time information contained in the radio waves sent from multiple GPS satellites, GPS 12 measures the time required to receive each radio wave and sends time information indicating that time to the battery control device 10. Preferably, the location information of battery 1 acquired by GPS 12 is transmitted to the management server 4 via the communication device 11. Note that, for example, in an embodiment in which GPS 23 is provided in the vehicle control unit 20, it is not necessarily required to provide GPS 12 in battery 1. Also, if battery 1 is paired with a user terminal 5 via short-range wireless communication, the location information of battery 1 can be obtained using the GPS 53 of the user terminal 5, so in this case as well, it is not necessary to provide GPS 12 in battery 1.

[0036] Battery cell 13 can use a known rechargeable secondary battery such as a nickel-metal hydride battery or a lithium-ion battery.

[0037] The vehicle control unit 20 includes an electronic control device 21, a communication device 22, a GPS 23, a motor 24, a power control device 25, a speedometer 26, a fuel gauge 27, and a locking device 28.

[0038] The electronic control unit 21 controls each element 22 to 28 that constitutes the vehicle control unit 20. The electronic control unit 21 can be implemented by a processor such as a CPU. The electronic control unit 21 can appropriately obtain battery information, such as the remaining charge of the battery 1 obtained from the charge gauge 27, the current location information of the vehicle obtained from the GPS 23, and the driving speed of the vehicle measured by the speedometer 26. The electronic control unit 21 can also perform calculation processing on the information obtained from various devices and transmit it to the management server 4 via the communication device 22. Based on the control information from the management server 4, the electronic control unit 21 controls the unlocking and locking of the locking device 28.

[0039] The communication device 22 can communicate bidirectionally with the management server 4 via a communication network such as the Internet. That is, the communication device 22 can transmit information processed by the electronic control unit 21 to the management server 4, or receive information from the management server 4. The communication device 22 may also be connected to the communication device 11 of the battery 1 by wire or wirelessly. That is, the communication device 22 can transmit battery information acquired by the battery control unit 10 to the management server 4, or receive information from the management server 4. Furthermore, the communication device 22 may transmit information to the user terminal 5 owned by the user via short-range wireless communication. In an embodiment in which the battery 1 is equipped with a communication device 11, and information processed by the electronic control unit 21 of the electric vehicle 2 can be communicated bidirectionally with the management server 4 via a communication network such as the Internet by the communication device 11 of the battery 1, it is not necessarily required to provide the communication device 22 in the vehicle control unit 20. Also, if the electric vehicle 2 is paired with the user terminal 5 via short-range wireless communication, information can be exchanged between the electric vehicle 2 and the management server 4 via the user terminal 5.

[0040] The GPS 23 is a device for measuring the current position of the electric vehicle 2 and obtaining information for identifying the same. Similar to the GPS 12 of the battery 1, the GPS 23 of the vehicle control unit 20 measures the time required to receive each radio wave based on the information on the radio wave transmission time included in the radio waves sent from a plurality of GPS satellites, and sends time information indicating that time to the electronic control device 21. In an embodiment in which the battery 1 is provided with the GPS 12, it is not always necessary to provide the vehicle control unit 20 with the GPS 23. Further, when the electric vehicle 2 is paired with the user terminal 5 by short-range wireless communication, the position information of the electric vehicle 2 can be obtained using the GPS 53 of the user terminal 5, and thus it is not necessary to provide the electric vehicle 2 with the GPS 23 in this case either.

[0041] The motor 24 converts the electric power obtained from the battery 1 via the power control device 25 into rotational output and transmits it to the power transmission mechanism. The electric vehicle 2 travels by the output from the motor 24 being transmitted to the wheels via the power transmission mechanism.

[0042] The power control device 25 has a function of controlling the electric power supplied from the battery cells 13 of the battery 1 and transmitting the electric power to the motor 24.

[0043] The speedometer 26 is an instrument that calculates the instantaneous traveling speed of the electric vehicle 2 based on the rotational speed or position information acquisition device (GPS) 23 such as the motor 24 and the power transmission mechanism. In the type or embodiment of the electric vehicle 2, it is not always necessary to provide the electric vehicle 2 with the speedometer 26.

[0044] The remaining amount meter 27 acquires battery charge information including the identification number of the battery 1 and the remaining battery amount. The remaining amount meter 27 may acquire the battery charge information from the battery control device 10 provided in the battery 1, or may directly detect and measure the identification number of the battery 1 and the remaining battery amount etc. via wired communication (such as CAN) or wireless communication (such as Bluetooth (registered trademark)) etc. when the battery 1 is connected. The battery charge information acquired by the remaining amount meter 27 is output to the electronic control device 21. In the type or embodiment of the electric vehicle 2, it is not always necessary to provide the electric vehicle 2 with the remaining amount meter 27.

[0045] The locking device 28 has a locking mechanism for making the electric vehicle 2 substantially inoperable. For example, the locking device 28 may lock the tires of the electric vehicle 2, or may lock the steering wheel. Further, the locking device 28 may electronically turn on or off the electric vehicle 2. Also, the locking device 28 may lock the battery 1 and the electric vehicle 2 simultaneously, or may lock them separately. It is preferable that the unlocking of the locking device 20 is automatically performed by the electronic control device 21 based on the control information from the management server 4. On the other hand, the locking of the locking device 28 may be automatically performed by the electronic control device 21 based on the control information from the management server 4, or may be manually performed by the user.

[0046] FIG. 3 is a block diagram showing the configuration of the battery station 3. The battery station 3 mainly includes a control device 30, a plurality of chargers 31, a detector 32, a communication device 33, a power source 34, and a plurality of locking devices 35. Each of the plurality of chargers 31 can load the battery 1. The charger 31 loaded with the battery 1 receives power supply from the power source 34 and charges the battery 1 according to the control by the control device 30.

[0047] The control device 30 of the battery station 3 is connected to the plurality of chargers 31, the detector 32, the communication device 33, and the locking device 35. Therefore, the control device 30 can control the charging speed of the battery 1 by the charger 31 based on the control information received from the management server 4 via the communication device 33. Also, the control device 30 can process the detection information acquired by the detector 32 from the battery 1 and transmit it to the management server 4 via the communication device 33. Further, the control device 30 can control the availability of taking out the battery 1 by unlocking or locking the locking device 35 provided for each storage room of the battery 1.

[0048] The charger 31 is electrically connected to the battery 1 and receives power from the power supply 34 to perform a charging operation on the battery 1. The charger 31 charges the battery 1 using, for example, a constant current constant voltage (CC-CV) method. This constant current constant voltage (CC-CV) method is a charging method in which charging is performed at a constant current value from the beginning of charging, and as charging progresses and the battery voltage reaches a predetermined value, the charging current value is continuously reduced while maintaining that voltage.

[0049] Furthermore, the charger 31 can vary the charging speed of the battery 1 according to the control signal from the control device 30. For example, it is preferable that the charger 31 can vary the charging speed in at least two stages: normal charging, which charges at the normal speed, and fast charging, which charges faster than normal charging. In addition to normal and fast charging, the charger 31 may also be capable of slow charging, which charges at a slower speed than normal charging. Moreover, in a battery 1 that is charged using a constant current constant voltage method, the charging speed and the charging current value are almost directly proportional within a certain battery charge range. For this reason, the charging speed of the battery 1 can be freely adjusted by controlling the charging current value supplied from the charger 31 to the battery 1. For example, the battery 1 has upper limits on the charging speed and charging current value, mainly for safety and durability reasons. For this reason, charging closer to the upper limits of the charging speed and charging current value should be considered fast charging, charging closer to the lower limits of the charging speed and charging current value should be considered slow charging, and charging with a current value between fast charging and slow charging should be considered normal charging. In other words, charging performed at a standard speed within a certain range can be called normal charging, charging faster than the normal charging range can be called fast charging, and charging slower than the normal charging range can be called slow charging.

[0050] The detector 32 is a device for acquiring battery charging information, including the identification number and remaining battery level, from the battery 1 which is in a charging state. The detector 32 may acquire battery charging information from the battery control device 10 provided by the battery 1, or it may directly detect and measure the identification number and remaining battery level of the battery 1 via wired communication (such as CAN) or wireless communication (such as Bluetooth®) when the battery 1 is connected. The remaining battery level of the battery 1 can also be detected, for example, by measuring the charge and discharge current value of the battery 1 with the battery control device 10 and subtracting the amount of electricity obtained by integrating the current from the remaining battery level in a fully charged state. The battery charging information detected by the detector 32 is sent to the control device 30.

[0051] The communication device 33 is a device that enables the battery station 3 to communicate bidirectionally with the management server 4 via the communication network. The communication device 33 can transmit information processed by the control device 30 to the management server 4, or receive information from the management server 4. It can also perform short-range wireless communication between the communication device 33 of the battery station 3 and the communication device 11 of the battery 1.

[0052] The power source 34 can be any known power source that can supply power to the charger 31. For example, renewable energy obtained from a natural energy generator 34a may be used as the power source 34. Examples of natural energy generators 34a include photovoltaic generators, solar thermal generators, and wind turbines. It is preferable that the natural energy generator 34a is installed near the battery station 3. That is, the natural energy generator 34a may be mounted on the battery station 3 or placed near the battery station 3. The battery station 3 may also receive power from a natural energy generator 34a owned by a power company via the power grid. Alternatively, commercial power supplied from the power grid 34b may be used as the power source 34. Furthermore, the power source 34 can use both renewable energy and commercial power. The electricity stored in the battery 1 can be sold externally via the battery station 3. For example, the battery station 3 can sell the electricity stored in the battery 1 to power companies, businesses, or general households via the power grid. Furthermore, it is possible to sell the electricity stored in battery 1 to users by lending out or exchanging the battery 1 installed in battery station 3.

[0053] The locking device 35 has a locking mechanism for making each battery 1 substantially impossible to remove from the battery station 3. The locking device 35 is provided for each battery 1 and locks or unlocks each battery 1 individually. For example, the locking device 35 may lock the battery 1 itself to the battery station 3, or it may lock the lid that opens and closes the storage compartment for the battery 1. It is preferable that the unlocking of the locking device 35 is performed automatically by the control device 30 based on control information from the management server 4. On the other hand, the locking of the locking device 35 may be performed automatically by the control device 30 based on control information from the management server 4, or it may be performed manually by the user.

[0054] Figure 4 is a block diagram showing the configuration of the management server 4. The management server 4 includes a control unit 40, a communication unit 41, a battery database 42, an electric vehicle database 43, a station database 44, and a user database 45. The management server 4 is responsible for controlling the system by centrally managing information about the battery 1, electric vehicle 2, battery station 3, and users. The management server 4 may perform these functions using a single server device, or it may perform these functions using multiple server devices. The control unit 40 of the management server 4 reads a program stored in the main memory and performs predetermined calculation processing according to the read program.

[0055] The control unit 40 of the management server 4 is connected to the communication unit 41 and various databases 42 to 45. The control unit 40 records information received from the battery 1, electric vehicle 2, battery station 3, and user terminal 5 via the communication unit 41 in the various databases 42 to 45. The control unit 40 can also generate control signals for the electric vehicle 2 and battery station 3 based on the information recorded in the various databases 42 to 45 and transmit these control signals via the communication unit 41. The control unit 40 is composed of a processor such as a CPU.

[0056] The communication unit 41 is a device that enables the management server 4 to communicate bidirectionally with the battery 1, electric vehicle 2, battery station 3, and user terminal 5 via the communication network. For example, the communication unit 41 transmits control signals generated by the control unit 40 to the electric vehicle 2 and battery station 3. The communication unit 41 can also receive various information transmitted from the battery 1, electric vehicle 2, battery station 3, and user 5.

[0057] The battery database 42 is a storage means for recording management information for each of the multiple batteries 1 used in this system. Figure 4 shows an example of the data structure of the battery database 42. As shown in Figure 4, the battery database 42 stores various management information associated with the battery identification number (battery ID) of the battery 1 as key information. The management information for the battery 1 includes, for example, information on the battery's current location, number of charge cycles, remaining battery capacity, full charge capacity, and degree of degradation.

[0058] Furthermore, by storing information about multiple batteries used in the past in the battery database 42, statistical data on the batteries can be obtained. For each battery, by recording statistical data of similar batteries used in the past in the battery database 42, the management server 4 can more accurately grasp the degree of battery degradation from this information. In other words, the degree of battery degradation can be predicted more accurately by comparing it with statistical data from many similar batteries used in the past, in addition to the number of charge cycles and full charge capacity of the individual battery.

[0059] The information recorded regarding the battery's current location includes the identification number (vehicle ID) of the electric vehicle 2 in which battery 1 is stored, and the identification number (station ID) of the battery station 3. If battery 1 is not stored in the electric vehicle 2 or battery station 3, the current location information (latitude and longitude information) received by the management server 4 from battery 1 itself may also be recorded. Furthermore, if the electric vehicle 2 or battery station 3 is capable of storing multiple batteries, it is preferable that the battery's current location information indicates which of the multiple storage locations in the vehicle 2 or battery station 3 the battery is stored in. This allows the management server 4 to determine which battery 1 is stored in which storage room of the battery station 3 when the battery station 3 is capable of storing multiple batteries 1. In the example shown in Figure 4, the identification number beginning with "V" is the electric vehicle's identification number, the identification number beginning with "S" is the battery station's identification number, and the number after the hyphen is the room number of the storage room in the electric vehicle or battery station.

[0060] Furthermore, information regarding the number of battery charging cycles may include recording the number of times the battery was stored in the battery station 3, recording the number of times the battery was fully charged, or recording the number of times the battery level after charging exceeded a specified value or percentage. However, the method for determining the number of battery charging cycles is not limited to the methods described above, and other known methods can be used. Also, as shown in Figure 4, it is preferable that the information regarding the number of battery charging cycles be recorded separately for each charging speed, such as the number of times fast charging was performed, the number of times normal charging was performed, and the number of times slow charging was performed. By counting the number of charging cycles separately for each charging speed, the accuracy of calculating the degree of battery degradation can be improved.

[0061] Furthermore, regarding battery charging information, including the battery identification number and remaining battery charge, it is preferable to record the latest battery charging information transmitted by the electric vehicle 2 or the battery station 3. That is, if the current location of battery 1 is electric vehicle 2, the battery charging information transmitted from the communication device 22 of electric vehicle 2 to the management server 4 is recorded. If the current location of battery 1 is battery station 3, the battery charging information transmitted from the communication device 33 of battery station 3 to the management server 4 is recorded. If battery 1 is not stored in either electric vehicle 2 or battery station 3, the battery charging information transmitted directly from battery 1 to the management server 4 is recorded. It is preferable that the battery charging information in the battery database 42 is always updated to the latest information.

[0062] Furthermore, it is preferable that the rated full charge capacity and the full charge capacity of the battery are recorded as information regarding the battery's full charge capacity. In Figure 4, the rated full charge capacity is shown in parentheses in addition to the full charge capacity. If the battery 1 is equipped with a battery control device 10 that can measure and calculate the full charge capacity, the full charge capacity of the battery 1 may be measured and calculated by this battery control device 10.

[0063] Furthermore, if battery 1 does not have a battery control device 10, or if battery 1 has a battery control device 10 but the battery control device 10 does not actually measure and calculate the full charge capacity, it is preferable that the rated full charge capacity before the start of battery use (when it is in a new state) and the full charge capacity corrected by the control unit 40 considering battery degradation are recorded in the battery database 42. Normally, the more times a battery is used, the smaller the value of the full charge capacity becomes. In this case, it is preferable that the full charge capacity is a value obtained by correcting the rated full charge capacity based on the number of fast charges, normal charges, and slow charges. Moreover, fast charging may degrade the battery more than normal charging, and normal charging may degrade the battery more than slow charging. Therefore, in this case, it is more preferable to determine the full charge capacity by changing the weighting of the degree of influence on battery degradation according to fast charging, normal charging, and slow charging. In this way, by recording the number of fast charges, normal charges, and slow charges for each battery in the battery database 42 and comparing this record of the number of charges with past statistical data, the full charge capacity can be estimated more accurately. The calculation for determining the full charge capacity described above is performed by the control unit 40 based on the information regarding the number of charge cycles and the information regarding the rated full charge capacity recorded in the battery database 42. However, the method for determining the full charge capacity of the battery is not limited to the method described above, and other known methods can be used. For example, the full charge capacity may be determined by sequentially recording the electrical resistance value when charging the battery 1. Also, for example, it is possible to equip the battery 1 itself with a memory other than the battery control device 10 for sequentially storing the full charge capacity.

[0064] Furthermore, the control unit 40 calculates information regarding the degree of battery degradation based on the information recorded in the battery database 42. For example, the degree of degradation may be ranked in five stages from A (new) to E (old). For example, degradation level A means the battery is new or nearly new, and degradation level E means the battery needs to be discarded. As an example of ranking, the control unit 40 can compare the full charge capacity and determine the degree of degradation by the degree to which the actual full charge capacity has decreased from the rated full charge capacity. However, the full charge capacity measured and calculated from the battery itself by the battery control device 10, etc., may have variations and low accuracy depending on the external environment and usage load. In this case, it is also preferable to determine the degree of degradation corrected based on the number of fast charges, normal charges, and slow charges. In this way, the number of fast charges, normal charges, and slow charges for each battery is recorded in the battery database 42, and the degree of degradation can be estimated more accurately by comparing this record of the number of charges with past statistical data. However, the method for determining the degree of battery degradation is not limited to the method described above, and other known methods can be adopted.

[0065] Furthermore, in this system, it is preferable that the category of electric vehicles 2 and other electric equipment that can be used by battery 1 is determined according to its degree of degradation. For example, as shown in Figure 4, electric vehicles 2 are categorized into large electric vehicles such as electric cars and small electric vehicles such as electric scooters and electric-assist bicycles. Other electric equipment is categorized into portable power sources such as power tools and outdoor lighting equipment and stationary power sources such as household power storage batteries and power grid power storage batteries. Then, according to the degree of degradation of each battery 1, the management server 4 determines which category of electric vehicle or other electric equipment it will be used for. For example, a battery with degradation level A is used as a power source for large electric vehicles, a battery with degradation level B is used as a power source for small electric vehicles, a battery with degradation level C is used as a portable power source, and a battery with degradation level D is used as a power source for stationary power storage batteries. In this way, the management server 4 manages the category of electric vehicles, etc. that can be used by battery 1 according to the degree of degradation of each battery 1. For example, the management server 4 may control each battery 1, each electric vehicle 2, and each electric device so that power is not supplied from battery 1 to electric vehicles 2 or electric devices of different categories. The management server 4 can also control the locking status of the battery storage compartment lid of the battery station 3 so that users of electric vehicles 2 or electric devices cannot receive batteries 1 of a different category. In this way, each battery can be used for the optimal purpose according to its degree of degradation.

[0066] Preferably, the electric vehicle database 43 records, associated with each of the multiple electric vehicles 2 included in this system, information such as the identification number (vehicle ID), the vehicle's current location, the vehicle's make and model, and the battery's usage history. Information regarding the vehicle's make and model includes the type of electric vehicle 2, its weight, fuel efficiency, year of manufacture, or category information related to the use of the battery 1. The battery usage history includes the identification number (ID) of the battery used in the electric vehicle 2 and the identification number (ID) of the battery station from which the battery was obtained.

[0067] Preferably, the station database 44 records information such as the identification number (station ID), location, battery usage history, and battery charging history for each of the multiple battery stations 3 included in this system. The battery usage history includes information such as the number of times a battery 1 was removed from the battery station 3, the date, time, weather, and the identification number of the removed battery 3. The battery charging history includes information such as the identification number of the battery that was charged at the battery station.

[0068] Preferably, the user database 45 records information for each user of this system, including an identification number (user ID), password, name, contact information, payment account information (or credit card information) for usage fees, the types of electric vehicles that the user can use, and the individual identification number of the user terminal 5 owned by the user. In addition, if the management server 4 obtains current location information from the user terminal 5, that current location information can be recorded in the user database 45 at any time. The user database 45 is referenced when the management server 4 performs authentication processing to determine whether the user has the right to use the electric vehicle 2 or whether the user has the ability to pay the usage fees for the electric vehicle 2, when the user sends an application to start using the electric vehicle 2 to the management server 4.

[0069] As shown in Figure 4, the control unit 40 of the management server 4 preferably has functional units such as a replaceability evaluation unit 40a, a promotion transmission unit 40b, a charge / discharge necessity evaluation unit 40c, a charge / discharge control unit 40d, and a battery application management unit 40e. Each of these functional units 40a to 40e functions when the control unit 40 reads a program stored in the main memory and executes the read program. Details of each of these functional units 40a to 40e will be described later.

[0070] Figure 5 is a block diagram showing the configuration of the user terminal 5. The user terminal 5 is a portable device such as a smartphone or tablet, owned by a user who wishes to use the electric vehicle 2. The user terminal 5 includes a terminal control device 50, a storage device 51, a communication device 52, a GPS 53, a display device 54, and an operating device 55. While this is just one example of the functions of the user terminal 5, it may also have other functions typically found in well-known smartphones and the like.

[0071] The terminal control device 50 of the user terminal 5 performs processing to control other elements 51 to 55 provided by the user terminal 5. A processor such as a CPU can be used as the terminal control device 50. The terminal control device 50 reads the application program (computer program) stored in the storage device 51 and controls the other elements according to this application program. The terminal control device 50 can also write and read the calculation results according to the application program to the storage device 51 as appropriate.

[0072] The storage device 51 of the user terminal 5 is an element for storing information used for calculation processing and other operations in the terminal control device 50. Specifically, the storage device 51 stores an application program that enables a general-purpose portable information and communication terminal to function as the user terminal 5 in the battery management system 100 according to the present invention. This application program may be downloaded to the user terminal 5 via the internet or may be pre-installed on the user terminal 5. In addition to the application program for this system, other programs may also be stored in the storage device 51. When the application program for this system is started by instruction from the user, processing according to this program is executed. The storage device 51 also stores user-specific identification information and user terminal-specific individual identification information. The storage function of the storage device 51 can be realized by non-volatile memory such as HDD and SSD. The storage device 51 may also have the function of memory for writing or reading intermediate results of calculation processing by the terminal control device 50. The memory function of the storage device 51 can be realized by volatile memory such as RAM and DRAM.

[0073] The communication device 52 of the user terminal 5 is a device for exchanging information with the management server 4 via a communication network such as the Internet. The communication device 52 can send various types of information to the management server 4 or receive various types of information from the management server 4, in accordance with the control of the terminal control device 50. The communication device 52 of the user terminal 5 may also have a function to communicate wirelessly over short distances with the battery 1, the electric vehicle 2, and the battery station 3.

[0074] The GPS 53 is a device for measuring the current location of the user terminal 5 and obtaining information to identify it. Similar to the GPS 12 in the battery 1, the GPS 53 of the user terminal 5 measures the time required to receive each radio wave based on the radio wave transmission time information contained in the radio waves sent from multiple GPS satellites, and sends time information indicating that time to the terminal control device 50.

[0075] The display device 54 is a display that displays a predetermined image or the like according to the control of the terminal control device 50. Any known display such as a liquid crystal display or an organic EL display may be used as the display device 54.

[0076] The operating device 55 is an element for receiving information input from the user to the user terminal 5. The information input via the operating device 55 is transmitted to the terminal control device 50. The operating device 55 can employ various input devices used in known information and communication terminals. Examples of the operating device 55 include, but are not limited to, touch panels, buttons, cursors, microphones, keyboards, and mice. Furthermore, a touch panel display may be constructed by overlaying a touch panel on a display.

[0077] Next, with reference to Figure 6, an overview of the information exchanged within the battery management system 100 according to the present invention when a user uses the electric vehicle 2 and when a user replaces the battery of the electric vehicle 2 at the battery station 3 will be described. In particular, Figure 6 shows an embodiment in which the system of the present invention is applied to a sharing service for electric vehicles 2.

[0078] First, let's explain the information processing flow when a user uses the electric vehicle 2. The electric vehicle 2 acquires its current location information using GPS 23 and periodically transmits the acquired location information along with its vehicle ID to the management server 4. In addition, the electric vehicle 2 measures the remaining battery level of the battery 1 installed in it and periodically transmits the measured battery level along with its battery ID to the management server 4. As a result, the management server 4 knows the current location and the remaining battery level of each electric vehicle 2. Therefore, by transmitting the current location information acquired by the GPS 53 of the user terminal 5 to the management server 4, the user can obtain vehicle information from the management server 4, such as the location of electric vehicles 2 near the user's current location, the type of electric vehicle 2, or the remaining battery level of the electric vehicle 2 installed in it. For example, vehicle information of electric vehicles 2 near the user's current location will be displayed on the display device 54 of the user terminal 5.

[0079] Next, when the user finds the electric vehicle 2 they wish to ride, they read a two-dimensional code (such as a QR code) provided on the electric vehicle 2 using their user terminal 5. The two-dimensional code on the electric vehicle 2 contains the vehicle ID of that electric vehicle 2, and by reading it, the user terminal 5 can obtain the vehicle ID of the electric vehicle 2 they wish to ride. Alternatively, instead of reading the two-dimensional code, the electric vehicle 2 and the user terminal 5 may communicate via short-range wireless communication, for example, and the electric vehicle 2 may transmit the vehicle ID to the user terminal 5. At that time, the electric vehicle 2 may also transmit battery level information to the user terminal 5.

[0080] When a user obtains the vehicle ID of electric vehicle 2, they send a vehicle usage request from the user terminal 5 to the management server 4. The vehicle usage request includes information such as the user's own user ID, each user's password, and the vehicle ID of the electric vehicle 2 that the user wishes to ride. When the management server 4 receives a vehicle usage request from the user terminal 5, it performs an authentication process to verify whether the user has the authority to use that electric vehicle 2. For example, the management server 4 verifies whether the password of the user who made the usage request is correct. The management server 4 also verifies whether the user account has an expiration date, and whether the credit card used for payment of usage fees is still valid. Furthermore, if there are restrictions on the types of electric vehicle 2 that can be used by the user account, the management server 4 verifies whether the type of electric vehicle 2 in the usage request is available to that user. In addition, if electric vehicle 2 can be reserved, the management server 4 verifies whether the electric vehicle 2 in a user's usage request has not already been reserved by another user. After these authentication processes, if the management server 4 determines that the user has the right to use the electric vehicle 2, it sends unlocking information (unlocking command) for the locking device 28 to the electric vehicle 2 via the internet. As a result, the locking device 28 of the electric vehicle 2 is unlocked, and the user can use the electric vehicle 2. Alternatively, instead of the management server 4 sending the unlocking information to the electric vehicle 2, the management server 4 may send the unlocking information to the user terminal 5 via the internet, and the user terminal 5 may then transfer the unlocking information to the electric vehicle 2 via short-range wireless communication.

[0081] Alternatively, instead of sending a usage request to the management server 4 on the spot when the electric vehicle 2 is actually found, the user can send a reservation for the electric vehicle 2 to the management server 4 in advance. For example, the information regarding the vehicle reservation may include the user's own user ID, password, and the vehicle ID of the electric vehicle 2 that the user wishes to ride, as well as information on the reserved start date and time and the planned end date and time of use. In this case, the management server 4 restricts the use of the electric vehicle 2 reserved by a particular user so that other users cannot use it until the reserved start date and time.

[0082] When a user begins using the electric vehicle 2, the electric vehicle 2 transmits information about its commencement of use to the management server 4. This information includes, for example, information about the location and date / time of commencement of use. It is also preferable that the electric vehicle 2 periodically transmits its current location information to the management server 4 during the period of use by the user. By having the electric vehicle 2 periodically transmit its current location information to the management server 4 in this way, the management server 4 can understand the movement path of each electric vehicle 2.

[0083] When a user finishes using the electric vehicle 2, the electric vehicle 2 sends information about its end of use to the management server 4. This information includes, for example, information about the location and date / time of the end of use. The user also manually locks the locking device 28 of the electric vehicle 2 when they finish using it. When the locking device 28 is locked, the electric vehicle 2 sends this locking information to the management server 4. This allows the management server 4 to know that the use of the electric vehicle 2 has ended and that it has been locked. The management server 4 can also control the locking of the electric vehicle 2. For example, if the management server 4 determines that the electric vehicle 2 has not been locked for a certain period of time after its use has ended, it sends locking information (locking command) to the electric vehicle 2 to lock it. Also, for example, if there is a limit on the time the electric vehicle 2 can be used, the management server 4 first sends information about its end of use to the user terminal 5 to inform the user that the end of use time is approaching. Subsequently, once it is confirmed that the user has disembarked from the electric vehicle 2, the management server 4 sends locking information to the electric vehicle 2. Alternatively, instead of the management server 4 sending the locking information to the electric vehicle 2, the management server 4 may send the locking information to the user terminal 5 via the internet, and the user terminal 5 may then transfer the locking information to the electric vehicle 2 via short-range wireless communication.

[0084] Next, we will explain the information processing flow when a user replaces the battery of the electric vehicle 2. First, the battery station 3 periodically transmits battery information to the management server 4, including its own station ID, the battery ID of one or more batteries 1 stored within it, and their remaining charge. The battery information may also include the number of times the battery has been charged, and the number of times it has been charged using slow, normal, or fast charging methods. This allows the management server 4 to understand the remaining charge and degradation level of each battery 1 in the battery station 3.

[0085] When a user replaces the battery 1 of an electric vehicle 2, they can also obtain station information for battery stations 3 located near the user's current location from the management server 4 by transmitting their current location information, acquired by the GPS 53 of the user terminal 5, to the management server 4. This station information includes the location information of the battery station 3 and information about the battery 1 stored in the battery station 3. Preferably, the information about the battery 1 includes, for example, the remaining charge of the battery 1 and information about the category of vehicle that can use the battery 1. For example, information about battery stations 3 near the user's current location will be displayed on the display device 54 of the user terminal 5. Of course, the user can also stop by a battery station 3 and replace the battery 1 without checking the location of the battery station 3 in advance or making a reservation in advance.

[0086] Furthermore, the management server 4 can also send promotional information regarding battery replacement to the user terminal 5. The promotional information includes information about battery stations 3 that the system wants to guide users to, and information about benefits to be given to users. For example, the promotional information may include information about the shops where battery stations 3 are located, and coupons that can be used at those shops. Alternatively, the promotional information may include information such as points (points with monetary value usable within this system) that will be awarded to the user when they replace their battery at a battery station 3 indicated by the management server 4. This allows the system operator to guide users to battery stations 3 that are convenient for them, or to motivate users to replace their batteries at a designated battery station 3.

[0087] When a user arrives at the battery station 3 in their electric vehicle 2, they read a two-dimensional code (such as a QR code) provided at the battery station 3 using their user terminal 5. If the battery station 3 has multiple storage compartments, a separate two-dimensional code may be provided for each compartment. The two-dimensional code of the battery station 3 contains coded information such as the station ID of the battery station 3 and the room number of the storage compartment where the battery 1 is stored. Therefore, by reading this two-dimensional code, the user terminal 5 can obtain the ID of the battery station 3 and storage compartment containing the battery 1 that the user wishes to replace. Alternatively, instead of reading the two-dimensional code, the battery station 3 and the user terminal 5 may communicate via short-range wireless communication, for example, to transmit the station ID and storage compartment ID from the battery station 3 to the user terminal 5. In addition, the battery station 3 can also transmit battery charge information to the user terminal 5 at the same time.

[0088] The user sends a battery replacement request from the user terminal 5 to the management server 4. The battery replacement request includes information such as the user's user ID, user password, vehicle ID of the electric vehicle 2 whose battery replacement is desired, station ID of the battery station 3, and ID of the storage compartment where the battery 1 is stored. When the management server 4 receives a battery replacement request from the user terminal 5, it performs an authentication process to verify whether the user has the authority to replace the battery at the battery station 3. For example, the management server 4 verifies whether the password of the user who made the replacement request is correct. Also, as mentioned above, if there are restrictions on the categories of vehicles that can use the battery depending on the degree of degradation of the battery 1, the management server 4 verifies whether the category of vehicles that can use the battery 1 stored in the battery station 3 matches the electric vehicle for which the battery replacement is targeted. Furthermore, if it is possible to reserve a battery replacement, the management server 4 verifies whether the battery 1 related to a user's replacement request has not already been reserved by another user. After these authentication processes, if the management server 4 determines that the user has the authority to replace the battery 1, it sends unlocking information (unlocking command) for the locking device 35 to the battery station 3 via the internet. This unlocks the locking device 35 of the battery 1, allowing the user to remove the charged battery 1 from the battery station 3. Alternatively, instead of the management server 4 sending the unlocking information to the battery station 3, the management server 4 may send the unlocking information to the user terminal 5 via the internet, and the user terminal 5 may then transfer the unlocking information to the battery station 3 via short-range wireless communication.

[0089] Furthermore, the user removes the depleted battery 1 from the electric vehicle 2 and installs a charged battery 1 taken from the battery station 3 into the electric vehicle 2. The user also stores the depleted battery 1 removed from the electric vehicle 2 into the battery station 3. When the battery station 3 receives the depleted battery 1, it sends exchange completion information to the management server 4. This exchange completion information includes information about the charged battery 1 given to the user (battery ID, etc.) and information about the depleted battery 1 received from the user (battery ID, etc.). The battery station 3 then charges the battery 1 according to the control of the management server 4. At this time, the management server 4 sends charge control information to the battery station 3. This charge control information includes commands for charging or discharging the battery 1, and commands regarding the charge and discharge speed. According to the charge control information generated by the management server 4, the battery station 3 controls the charging and discharging of each battery 1 and its speed.

[0090] Furthermore, after the battery replacement is complete, the user manually locks the locking device 35 of the battery station 3. When the locking device 35 is locked, the battery station 3 transmits the locking information to the management server 4. This allows the management server 4 to understand that the battery replacement is complete and that the battery station 3 has been locked. The management server 4 can also control the locking of the battery station 3. For example, if the management server 4 determines that the electric vehicle 2 has not been locked for a certain period of time after the battery 1 replacement is complete, it will transmit locking information (locking command) to the battery station 3 to lock the battery 1 storage compartment. Alternatively, instead of the management server 4 transmitting the locking information to the battery station 3, the management server 4 may transmit the locking information to the user terminal 5 via the internet, and the user terminal 5 may then transfer the locking information to the battery station 3 via short-range wireless communication.

[0091] In this explanation, we described an example in which the electric vehicle 2 communicates with the management server 4 and the user terminal 5. However, if the battery 1 installed in the electric vehicle 2 has an external communication function, all or part of the information that the electric vehicle 2 was sending and receiving with the management server 4 and the user terminal 5 may be sent and received between the battery 1 and the management server 4 and the user terminal 5. Similarly, in this explanation, we described an example in which the battery station 3 communicates with the management server 4 and the user terminal 5. However, if the battery 1 stored in the battery station 3 has an external communication function, all or part of the information that the battery station 3 was sending and receiving with the management server 4 and the user terminal 5 may be sent and received between the battery 1 and the management server 4 and the user terminal 5.

[0092] Next, referring to Figures 7 to 10, the process flow for generating charge control information for batteries 1 in the battery station 3 by the management server 4 will be explained. Figure 7 shows the main flow of the charge control information generation process, and Figure 8 shows an example of a score table in which the charging speed of each battery 1 is quantitatively determined according to the flow in Figure 7. Figure 9 shows the sub-flow of step 1 shown in Figure 7, and Figure 10 schematically shows the positional relationship between the electric vehicle 2 and the battery station 3.

[0093] As shown in Figure 7, first, the replaceability evaluation unit 40a of the management server 4 quantitatively evaluates the replaceability of each battery according to the usage status of the multiple electric vehicles included in this system (Step 1). The usage status of the electric vehicles includes at least the location information of each electric vehicle 2 and information on the remaining battery charge of the battery 1 installed in each electric vehicle 2. In particular, the location information of the electric vehicle 2 is preferably the location information at the point where the user started using it. For example, if a user starts using an electric vehicle 2 equipped with a battery 1 with a low remaining charge, the battery stored in the battery station 3 located near that electric vehicle 2 is evaluated as having a high possibility of replacement. On the other hand, if a user starts using an electric vehicle 2 equipped with a battery 1 with a high remaining charge, the battery stored in the battery station 3 located near that electric vehicle 2 is evaluated as having a low possibility of replacement. The replaceability evaluation unit 40a may also estimate the limit of the drivable range of the electric vehicle 2 based on the location information of the electric vehicle 2 at the start of use and the remaining battery charge of the battery 1 installed therein. The replaceability evaluation unit 40a then evaluates that the battery station 3 located near the limit of the electric vehicle 2's drivable range has a high probability of being replaceable. In other words, if the electric vehicle 2 is running smoothly, it is considered likely that the user will replace the battery 1 of the electric vehicle 2 when the battery level of the battery 1 becomes low. Thus, the replaceability evaluation unit 40a evaluates the replaceability of the battery 1 in each battery station 3 based on the location information and battery level of the electric vehicle 2 at the time the user starts using it. This makes it possible to control the charging speed of the battery 1 as soon as the user starts using the electric vehicle 2, thus avoiding situations where the battery 1 is not fully charged even when the user arrives at the battery station 3.

[0094] Furthermore, other factors to consider regarding the usage of electric vehicles may include the direction of travel of electric vehicle 2, the distribution density of electric vehicle 2, the distribution density of users of electric vehicle 2, and the usage history of electric vehicle 2. By evaluating the replaceability of each battery 1 while considering these combined usage factors, the accuracy of the evaluation process can be improved. Step 1 will be explained in more detail later with reference to Figures 9 and 10.

[0095] Next, the replaceability evaluation unit 40a of the management server 4 further evaluates the replaceability of each battery 1 in accordance with the promotion information transmitted to the user from the promotion transmission unit 40b (step 2). For example, the promotion transmission unit 40b of the management server 4 transmits promotion information to the user terminal 5 to guide it to a battery station 3 designated by the management server 4 at times such as when the electric vehicle 2 departs, when the electric vehicle 2 is running, or when the use of the electric vehicle 2 ends. For example, the promotion transmission unit 40b may transmit promotion information when it receives a vehicle usage request or vehicle usage reservation, or a battery replacement request or battery replacement reservation from the user terminal 5. The content of the promotion information is not particularly limited, but it is preferable that it be an advertisement for the store where the battery station 3 is installed, or other content that provides benefits to the user. For example, the promotion information may offer the user coupons, points, or monetary rewards. In this way, the likelihood of the user replacing the battery 1 stored in the battery station 3 that is the target of the promotion information increases. Therefore, the replaceability evaluation unit 40a evaluates the replaceability of each battery in accordance with the content of such promotion information. For example, if promotional information, including high-value coupons, is sent to a user targeting battery 1 in a battery station 3, the replaceability evaluation unit 40a will evaluate that battery 1 is highly replaceable. In this way, replaceability may be evaluated based on the value of the promotional information.

[0096] The following are some examples of conditions for disseminating promotional information: <1. When disseminating promotional information at departure> 1a. The battery station 3 near the departure point of the electric vehicle 2 is either short on charged batteries 1, or it wants to sell (discharge) electricity in response to demand from the power market or facilities where battery stations are installed or nearby, so it wants to avoid the user having to change batteries at the battery station 3 near the departure point. In this case, promotional information is disseminated to encourage battery changes at battery stations 3 near the user's destination (passing points and arrival points). 1b. The battery station 3 near the user's destination wants to buy (charge) electricity in response to demand from the power market or facilities where battery stations are installed or nearby, so it wants to avoid the user having to change batteries at the battery station 3 near the departure point, while also increasing the charging capacity of the battery station 3 near the destination. In this case, promotional information is disseminated to encourage battery changes at battery stations 3 near the user's destination. 1c. 1d. At a battery station 3 near the user's starting point, we want to immediately begin purchasing electricity (charging) in response to demand from the electricity market or a facility where a battery station is installed or its vicinity. In this case, promotional information will be sent to encourage battery replacement at the battery station 3 near the starting point. 1e. If, after the first user has finished using the electric vehicle 2, the second user who will use that electric vehicle 2 next is forced to replace the battery, this will cause inconvenience to the second user. However, there are no replaceable batteries 1 near the first user's passing points or destination. In this case, promotional information will be sent to the first user at the battery station 3 near the starting point to encourage battery replacement.

[0097] <2. When sending promotional information while driving> 2a. The battery station 3 at the user's passing point is either short on charged batteries 1, or it wants to sell (discharge) electricity in response to demand from the power market or the facility where the battery station is installed or its vicinity, so it wants to avoid the user having to change batteries at the passing point battery station 3. In this case, promotional information is sent to encourage the user to change batteries at the battery station 3 near the user's subsequent destination (passing point and arrival point). 2b. The battery station 3 near the user's subsequent destination wants to buy electricity (charge) in response to demand from the power market or the facility where the battery station is installed or its vicinity, so it wants to avoid the user having to change batteries at the passing point battery station 3, while also increasing the charging capacity of the battery station 3 near the subsequent destination. In this case, promotional information is sent to encourage the user to change batteries at the battery station 3 near the user's subsequent destination (passing point and arrival point). 2c. The battery station 3 at the user's passing point wants to immediately start buying electricity (charging) in response to demand from the power market. In this case, promotional information is sent to encourage battery replacement at the battery station 3 along the way. 2d. There are few vehicles with fully charged batteries 1 or vehicles with high battery levels at the user's subsequent destination. In this case, promotional information is sent to encourage battery replacement at the battery station 3 along the way. 2e. If, after the first user has finished using the electric vehicle 2, the second user who will use that electric vehicle 2 next is forced to replace the battery, the second user will feel inconvenienced. However, there are no replaceable batteries 1 near the first user's departure point or arrival point. In this case, promotional information is sent to the first user at the battery station 3 along the way to encourage battery replacement.

[0098] <3. When sending promotional information at the end of use> 3a. At a battery station 3 near the user's destination, we want to immediately start purchasing electricity (charging) in response to demand from the electricity market or the facility where the battery station is installed or its vicinity. In this case, promotional information will be sent to encourage battery replacement at the battery station 3 near the destination. 3b. If, after the first user has finished using the electric vehicle 2, the second user who will use the electric vehicle 2 next is forced to replace the battery, this will cause inconvenience to the second user. However, there are no replaceable batteries 1 near the first user's departure point or passing point. In this case, promotional information will be sent to the first user at the battery station 3 near the destination to encourage battery replacement.

[0099] Next, the charge / discharge necessity evaluation unit 40c of the management server 4 evaluates the need to charge and discharge each battery 1 based on the demand and supply in the power market or the facility where the battery station is installed or its vicinity (step 3). Basically, the charge / discharge necessity evaluation unit 40c evaluates the need to charge and discharge each battery 1 so that when there is a power surplus (demand < supply) in the power market or the facility where the battery station is installed or its vicinity, the battery 1 of the battery station 3 is charged (electricity is purchased), and when there is a power shortage (demand > supply) in the power market or the facility where the battery station is installed or its vicinity, the battery 1 of the battery station 3 is discharged (electricity is sold) to the power grid or the facility where the battery station is installed or its vicinity.

[0100] The charge / discharge necessity evaluation unit 40c may refer to the following information, for example, when evaluating the need to charge and discharge the battery 1: a. Actual or predicted demand and supply request timing b. Actual or predicted electricity charges c. Actual or predicted CO2 ２Emissions d. Actual or projected carbon tax / carbon credits

[0101] Here, the table in Figure 8 shows the scores for the replaceability and charge / discharge necessity of each battery, evaluated based on steps 1 to 3 above. As shown in Figure 8, it is assumed that multiple batteries (batteries A to L) are stored in each of the multiple battery stations (e.g., stations 1 to 4). As an example, in step 1, the replaceability of each battery is evaluated on a 3-point scale from 0 to 2, in step 2, the replaceability of each battery is evaluated on a 6-point scale from 0 to 5, and further in step 3, the charge necessity of each battery is evaluated on a 3-point scale from 0 to 2, and the discharge necessity is evaluated on a 6-point scale from 0 to -5. The sum of the evaluation values ​​from steps 1 to 3 is then used as the charge priority (minimum 0 to maximum 9), and the charging speed of each battery is determined according to that charge priority.

[0102] After completing the above evaluation, the charge / discharge control unit 40d of the management server 4 determines for each battery station 3 whether it is a charging station or a discharging station (step 4). In this embodiment, it is assumed that each battery station 3 cannot simultaneously charge and discharge the multiple batteries 1 stored therein. In other words, the battery station 3 can only control whether to charge or not charge each battery 1 stored therein, or whether to discharge or not, and cannot control to charge one battery 1 and discharge another battery 1. Here, the charge / discharge control unit 40d determines for each battery station 3 whether it is a charging station or a discharging station based on the charge / discharge necessity evaluated in step 3. For example, in the table shown in Figure 8, the discharge necessity of batteries K and L is evaluated as high at station 4. For example, the discharge necessity of batteries K and L is "-5", and the absolute value of each exceeds the absolute value of the charge necessity of battery J, which is "2". In this way, for example, the maximum value (absolute value) of a battery that needs charging is compared with the maximum value (absolute value) of a battery that needs discharging. If the former exceeds the latter, the entire battery station 3 is designated as a target for discharge. Therefore, in step 4, station 4 is determined to be a target for discharge, and the other stations 1 to 3 are determined to be targets for charging.

[0103] Next, the charge / discharge control unit 40d determines whether the charge priority of each battery 1 stored in the battery station 3, which has been determined to be a target for discharge, is higher than a certain threshold (step 5). Only batteries 1 with a charge priority higher than a certain threshold are subject to charging. For example, in the examples shown in Figures 7 and 8, only batteries with a charge priority of 2 or higher are determined to be subject to charging. Specifically, only batteries A, B, E, F, G, H, and I, which have a charge priority of 2 or higher, are subject to charging, while batteries C and D, which have a charge priority of 1 or lower, are excluded from charging. Note that batteries C and D are not charged.

[0104] Next, the charge / discharge control unit 40d controls the charging speed of each battery 1 selected for charging based on the charging priority obtained from the evaluation values ​​in steps 1 to 3 (step 6). For example, among the batteries A, B, E, F, G, H, and I that are to be charged, battery G has the highest charging priority of "6", and battery F has the lowest charging priority of "2". Therefore, the charge / discharge control unit 40 generates charging control information for each battery station 3 so that among these batteries to be charged, battery G is charged the fastest and battery F is charged the slowest. In addition, charging control information is generated for each battery station 3 so that each battery that has been identified as a target for charging is charged at a charging speed corresponding to its charging priority. The management server 4 transmits the charging control information generated by the charge / discharge control unit 40d to each battery station 3 that is to be charged. The battery station 3 adjusts the charging speed of each battery 1 stored therein according to the charging control information received from the management server 4 and performs charging.

[0105] On the other hand, with respect to the battery station 3 (station 4) that was excluded from charging in step 4, the charge / discharge control unit 40d determines whether each battery 1 stored in that battery station 3 is subject to discharge (step 7). For example, in the example shown in Figures 7 and 8, of the batteries J, K, and L in station 4, battery J is excluded from discharge because it does not require discharge, while batteries K and L are determined to be subject to discharge because they require discharge. Note that battery J is neither charged nor discharged.

[0106] Next, the charge / discharge control unit 40d controls the discharge rate of the batteries 1 identified as targets for discharge based on the discharge need evaluated in step 3 (step 8). For example, since batteries K and L have been evaluated as having a discharge need of "5", the charge / discharge control unit 40d discharges (sells electricity) from batteries K and L to the power grid or a facility where a battery station is installed or nearby, according to this evaluation result. The charge / discharge control unit 40d generates discharge control information for the batteries that need to be discharged and transmits this to the battery station 3 to be discharged. The battery station 3, in accordance with the discharge control information received from the management server 4, adjusts the charging rate of each battery 1 stored therein and discharges to the power grid or a facility where a battery station is installed or nearby.

[0107] Next, with reference to Figures 9 and 10, the details of Step 1 shown in Figure 7 will be explained. In Step 1, when evaluating the replaceability of each battery 1 according to the usage status of the electric vehicle 2, the management server 4 determines or predicts which user will start using which electric vehicle 2 and at what time (Step 1-1). For example, based on vehicle usage requests and vehicle usage reservations received from the user terminal 5, the management server 4 can identify users who use the sharing service, the electric vehicle 2 to be used by the user, and the start time of use of the electric vehicle 2. In addition, the management server 4 may predict the future usage status of a specific user based on that user's usage history, or it may predict the future usage status of all users based on the usage history of an unspecified number of general users.

[0108] Next, based on the identification or prediction in step 1-1, the management server 4 predicts the range of movement of the user riding the electric vehicle 2 and determines the battery station 3 within that range of movement (step 1-2). For example, the management server 4 predicts the distance that can be traveled centered on the starting point (starting location) of the electric vehicle 2 and the remaining battery charge of the battery 1 installed in the electric vehicle 2, and defines the user's range of movement as a circle with that distance as its radius. The management server 4 may also periodically acquire location information from the electric vehicle 2, determine the electric vehicle 2's past travel route based on that location information, and further predict the future direction of movement from that travel route. Predicting the user's future direction of movement can improve the accuracy of predicting the range of movement of the user riding the electric vehicle 2. In addition, the management server 4 may predict the range of movement of a specific user based on that user's usage history, or it can predict the range of movement of all users based on the usage history of an unspecified number of general users.

[0109] Next, the management server 4 evaluates the need to replace the battery 1 installed in the electric vehicle 2 used by the user (step 1-3). In particular, the evaluation here assesses the need to replace the battery 1 at the time the user starts using the electric vehicle 2 (at the time of departure). For example, if the battery level of the electric vehicle 2's battery 1 is low, the need for replacement is evaluated as high, and if the battery level is high, the need for replacement is evaluated as low. The management server 4 may also predict the amount of battery consumption due to the movement of the electric vehicle 2 based on the movement range predicted in step 1-2, and predict the need for battery replacement based on that consumption. In addition, the management server 4 may predict the need to replace the battery 1 installed in the electric vehicle 2 based on the usage history of a specific user, or it can predict the need to replace the batteries of all electric vehicles 2 based on the usage history of an unspecified number of general users.

[0110] Next, the management server 4 evaluates the replaceability of each battery 1 in each battery station based on the judgment, prediction, and evaluation results from steps 1-1 to 1-3 (step 1-4). Referring to the example in Figure 10, in step 1-2, the management server 4 predicted the range of movement of each electric vehicle based on its position at the start of use and its predicted direction of movement. Also, in step 1-3, the management server 4 evaluated the need to replace the battery based on the remaining charge of the battery installed in each electric vehicle. Under these premises, in step 1-4, the management server 4 evaluates the replaceability of the battery in each battery station. In particular, it is preferable to evaluate the replaceability of each battery based on information from when the user started using the electric vehicle.

[0111] To explain in more detail, in the example shown in Figure 10, the replaceability of each battery station is evaluated on a scale of 0 to 2. For example, Station 1 is located within the predicted movement range of Vehicles A and B, and is also located at the predicted destination of Vehicles A and B. Therefore, the battery in Station 1 has a high replaceability and is evaluated as replaceability "2". Also, Stations 2, 4, and 5 all belong to the predicted movement range of either Vehicle A or Vehicle B. Therefore, these stations 2, 4, and 5 have a certain degree of replaceability and are evaluated as replaceability "1". Furthermore, although Vehicle C is located near Station 6, no user has yet boarded Vehicle C. However, a reservation has already been made for Vehicle C by a user, and it is predicted that Vehicle C will be used within a certain time. In addition, the battery installed in Vehicle C has a low remaining charge of 10%. Therefore, the battery in Station 6 has a high replaceability and is evaluated as replaceability "2". On the other hand, although Station 3 is located within the predicted movement range of Vehicle A, it is close to Vehicle A's current location, and Vehicle A has a battery charge of 90%, indicating sufficient remaining charge. Therefore, the possibility of replacing the battery at Station 3 is low, and it is evaluated as having a replacement possibility of "0". Similarly, Stations 7, 8, and 9 are not located within the predicted movement range of any vehicle, nor are they located at any of the vehicles' destinations, so their battery replacement possibilities are low, and they are evaluated as having a replacement possibility of "0". In this way, the replacement possibility of each battery in the battery station is evaluated according to the situation at the start of electric vehicle use. Note that Figure 10 shows a simplified example of battery replacement possibility evaluation, but in reality, more complex conditions are considered when evaluating battery replacement possibility.

[0112] As shown in Figure 4, the control unit 40 of the management server 4 has a battery usage management unit 40e. This battery usage management unit 40e basically determines and manages the intended use of each battery according to its degree of degradation. As mentioned above, in this embodiment, the use of each battery is defined according to its degree of degradation, such as for large electric vehicles (degree A degradation), small electric vehicles (degree B degradation), portable power supplies (degree C degradation), and stationary storage batteries (degree D degradation). Based on these battery uses, the battery usage management unit 40e determines the category of electric vehicles and other electric equipment that can use it. For example, a battery for large electric vehicles (degree A degradation) is a battery exclusively for the electric vehicle category and cannot be used as a power source for small electric vehicles, a portable power supply, or a stationary storage battery. Therefore, the battery usage management unit 40e can control the locking device of the battery station where the large electric vehicle battery (degree A degradation) is stored so that it cannot be used by users other than electric vehicle users. Alternatively, the battery usage management unit 40e may send a control signal directly to the battery itself, controlling the battery so that it does not supply power to the vehicle even if a battery for a large electric vehicle (degradation level A) is installed in an electric vehicle other than an electric vehicle. Furthermore, the battery usage management unit 40e may send a control signal directly to the electric vehicle, controlling the electric vehicle so that it does not receive power from a battery for a large electric vehicle (degradation level A) if it is installed in an electric vehicle other than an electric vehicle. Also, for example, if the number of batteries with degradation level B is relatively smaller than the number of batteries with degradation level A based on user demand, the degradation of batteries with degradation level A can be intentionally accelerated by increasing the number of charge / discharge cycles or increasing the charge / discharge speed, such as by prioritizing the use of batteries with degradation level A by users. Alternatively, if it becomes necessary to charge / discharge batteries with degradation level B, the charge / discharge speed of batteries with degradation level B can be slowed down to intentionally delay their degradation.In this way, the battery usage management unit 40e can determine the intended use of each battery according to its degree of degradation, and control the battery station, electric vehicle, and the battery itself so that the battery is used for that purpose.

[0113] In the above-described embodiment, the replaceability of each battery is evaluated according to the usage status of the electric vehicle, and the charging or discharging speed of the batteries stored in the battery station is determined accordingly. However, depending on the location of the electric vehicle and the charging status of the batteries in the battery station, it may not be possible to charge the batteries in time before the electric vehicle arrives at the battery station. In such cases, batteries for which charging is clearly not possible may be excluded from the charging target, or their replaceability may be excluded from the evaluation target.

[0114] In this specification, embodiments of the present invention have been described with reference to the drawings in order to express the content of the present invention. However, the present invention is not limited to the above embodiments, and includes modifications and improvements that are obvious to those skilled in the art based on the matters described in this specification.

[0115] This invention relates to a battery management system for electric vehicles, and the like. In particular, the system of this invention can be used in electric vehicle sharing services.

[0116] 1...Battery 2...Electric vehicle 3...Battery station 4...Management server 5...User terminal 10...Battery control device 11...Communication device 12...GPS 13...Battery cell 20...Vehicle control unit 21...Electronic control unit 22...Communication device 23...GPS 24...Motor 25...Power control device 26...Speedometer 27...Fuel gauge 28...Locking device 30...Control device 32...Detector 33...Communication device 34...Power supply 34a...Renewable energy generator 34b...Power grid 35...Locking device 40...Control unit 40a...Replaceability evaluation unit 40b...Promotion transmission unit 40c...Charge / discharge necessity evaluation unit 40d...Charge / discharge control unit 40e...Battery application management unit 41...Communication unit 42...Battery database 43...Electric vehicle database 44...Station database 45...User database 50...Terminal control device 51...Storage device 52...Communication device 53...GPS 54...Display device 55...Operating device 100...Battery management system

Claims

1. A battery management system comprising: an electric vehicle capable of running by driving a motor with a replaceable battery; a battery station capable of charging the battery by adjusting the charging rate; and a management server connected to the electric vehicle and the battery station via a communication network, wherein the management server quantitatively evaluates the replaceability of the battery stored in the battery station based on at least the position of the electric vehicle and the remaining battery capacity of the battery installed in the electric vehicle, determines the charging rate of the battery by the battery station based on the evaluation value of the battery's replaceability, and transmits control information related to the determined charging rate to the battery station.

2. The battery management system according to claim 1, wherein the electric vehicle is shared by multiple users, and the management server further quantitatively evaluates the possibility of replacing the battery stored in the battery station based on the location where the user starts using the electric vehicle and the direction of travel of the user.

3. The battery management system according to claim 1 or claim 2, further comprising user terminals owned by multiple users who share the electric vehicle, and the management server is capable of transmitting promotional information to the user terminals to guide them to the battery station, and further quantitatively evaluating the replaceability of the batteries stored in the battery station based on the promotional information.

4. The battery station is further capable of discharging the battery by adjusting the discharge rate, and the management server quantitatively evaluates the need for charging or discharging the battery stored in the battery station based on the electricity market or the demand and supply of electricity in or near the facility where the battery station is installed, determines the charging or discharging rate of the battery by the battery station based on an evaluation value of the battery's replaceability and an evaluation value of the need for charging or discharging the battery, and transmits control information regarding the determined charging or discharging rate to the battery station. A battery management system as described in any of claims 1 to 3.

5. A battery management system according to any one of claims 1 to 4, wherein the electric vehicles include electric vehicles of multiple categories with different uses, and the management server determines the category of electric vehicle to install the battery in depending on the degree of deterioration of the battery.

6. A battery management system as claimed in any one of claims 1 to 5, wherein the battery can be used for equipment other than the electric vehicle, the equipment includes equipment of multiple categories with different uses, and the management server determines the category of equipment to be used with the battery depending on the degree of deterioration of the battery.

7. A management server connected via a communication network to an electric vehicle capable of running by driving a motor with a replaceable battery and to a battery station capable of charging the battery by adjusting the charging rate, the management server quantitatively assessing the replaceability of the battery stored in the battery station based on at least the position of the electric vehicle and the remaining battery charge of the battery installed in the electric vehicle, determining the charging rate of the battery by the battery station based on the evaluation value of the battery's replaceability, and transmitting control information regarding the determined charging rate to the battery station.

8. A computer program for causing a server device to function as the management server according to claim 7.

9. A battery management method comprising: a step of quantitatively evaluating the replaceability of a battery stored in a battery station based on the position of an electric vehicle that can run by driving a motor with a replaceable battery and the remaining battery charge of the battery installed in the electric vehicle; and a step of determining a charging rate for the battery by the battery station based on the evaluation value of the battery's replaceability, and charging the battery by the battery station based on the determined charging rate.

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