CN108749624B - Storage battery exchange system, computer program medium, and management server - Google Patents

Storage battery exchange system, computer program medium, and management server Download PDF

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Publication number
CN108749624B
CN108749624B CN201810629739.7A CN201810629739A CN108749624B CN 108749624 B CN108749624 B CN 108749624B CN 201810629739 A CN201810629739 A CN 201810629739A CN 108749624 B CN108749624 B CN 108749624B
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battery
charging
electric vehicle
station
batteries
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CN108749624A (en
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铃木大介
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RESC Ltd
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RESC Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/66—Data transfer between charging stations and vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/11—DC charging controlled by the charging station, e.g. mode 4
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/80—Exchanging energy storage elements, e.g. removable batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60S—SERVICING, CLEANING, REPAIRING, SUPPORTING, LIFTING, OR MANOEUVRING OF VEHICLES, NOT OTHERWISE PROVIDED FOR
    • B60S5/00—Servicing, maintaining, repairing, or refitting of vehicles
    • B60S5/06—Supplying batteries to, or removing batteries from, vehicles
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q50/00—Systems or methods specially adapted for specific business sectors, e.g. utilities or tourism
    • G06Q50/10—Services
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/44—Methods for charging or discharging
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/48—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0013—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
    • H02J7/0014—Circuits for equalisation of charge between batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0042—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries characterised by the mechanical construction
    • H02J7/0045—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries characterised by the mechanical construction concerning the insertion or the connection of the batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/62—Vehicle position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/68—Traffic data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/80—Time limits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/50—Control modes by future state prediction
    • B60L2260/58—Departure time prediction
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2220/00—Batteries for particular applications
    • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0047—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with monitoring or indicating devices or circuits
    • H02J7/0048—Detection of remaining charge capacity or state of charge [SOC]
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/007—Regulation of charging or discharging current or voltage
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
    • H02J7/04—Regulation of charging current or voltage
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Abstract

The invention aims to properly control the deterioration degree and the residual capacity of a storage battery. The solution of the present invention is that a system of the present invention includes: an electric vehicle on which an exchangeable battery is mounted; a battery station capable of charging the battery; and a management server for integrating the whole system. The management server predicts the time when the electric vehicle arrives at the battery station based on at least the position information of the electric vehicle when receiving the exchange request of the battery from the electric vehicle. Then, the management server determines a charging speed of the battery of the charger installed at the battery station according to at least an estimated time when the electric vehicle arrives at the battery station.

Description

Storage battery exchange system, computer program medium, and management server
The present application is a divisional application of an application having an application date of 2014, 11/06, 201480047422.2 and an invention name of "battery exchange system and program for electric vehicle".
Technical Field
The present invention relates to a system for exchanging batteries of electric vehicles such as electric automobiles or electric locomotives. Specifically, the system of the present invention includes: an electric vehicle driven by an interchangeable battery; a battery station that charges a battery; and a management server for managing the charging state of the battery station. In the system of the present invention, one of them is characterized in that: the management server controls the charging speed of the storage battery in the storage battery station based on the storage battery charging information including the position of the electric vehicle, the remaining battery capacity, and the like, thereby smoothly performing the storage battery exchange when the electric vehicle arrives at the storage battery station.
Background
Conventionally, an electric vehicle having an exchangeable battery mounted thereon is known. The electric vehicle runs by driving the motor with electric power supplied from the battery via the controller. Such an electric vehicle is typified by an electric automobile, an electric motorcycle, and an electric assist bicycle.
In view of the performance and cost of the battery, the electric vehicle described above has a shorter distance to travel once charged or once exchanged than a general liquid fuel powered vehicle (such as a gasoline vehicle, a diesel vehicle, and a liquefied natural gas vehicle). Therefore, basic equipment for increasing the number of battery stations for charging the battery is now increasing so that charging or replacement of the battery of the electric vehicle can be performed actively. Therefore, when the residual capacity of the battery of the electric vehicle decreases, the user of the electric vehicle can continuously travel by moving the vehicle to a nearby battery station and exchanging the battery charged at the battery station with the battery of the electric vehicle.
However, in a general battery station, a charging time of about several minutes to several hours is required to fully charge a battery for an electric vehicle depending on a current value of charging the battery. Therefore, even if the electric vehicle arrives at the nearest battery station, if the charging of the battery is not completed, it is necessary to wait for the completion of the charging before the battery station. As described above, in the conventional system, a situation is assumed in which battery exchange cannot be performed immediately even if the electric vehicle arrives at the battery station. This is one of the main reasons for preventing the spread of a system including an electric vehicle and a battery station.
Here, in order to avoid the delay of the battery charging, it is known that the battery station performs high-speed charging of the battery. For example, patent document 1 discloses a technique of detecting a residual battery capacity of a storage battery when the storage battery is stored in a storage battery station, and charging the storage battery at a high speed when the residual battery capacity is equal to or less than a predetermined value. In this way, by performing high-speed charging when the remaining battery capacity of the storage battery is equal to or less than the predetermined value, it is possible to reduce the possibility of occurrence of incomplete charging required for the storage battery when the electric vehicle arrives at the storage battery station.
Prior art documents
Patent document
Patent document 1 Japanese patent laid-open No. 2001-57711
Disclosure of Invention
Problems to be solved by the invention
However, when the battery is charged at a high speed, there is a disadvantage that the battery is deteriorated. That is, the battery has upper limits on the charging speed and the charging current value, mainly from the aspects of safety and durability. Here, charging closer to the upper limit of the charging speed and the charging current value is referred to as high-speed charging, and charging closer to the lower limit of the charging speed and the charging current value is referred to as low-speed charging. Further, it is known that the degree of deterioration of the battery is increased in high-speed charging as compared with normal-speed charging (normal charging) and low-speed charging. In general, it is known that, when normal charging is continued and charging of a battery is performed by appropriately switching normal charging, low-speed charging, and high-speed charging, the latter battery has a large degree of deterioration. Therefore, if the residual capacity of the battery is set to be equal to or less than a predetermined value as in the technique disclosed in patent document 1, if high-speed charging is necessary, the high-speed charging of the battery is performed in an unnecessary situation, and the battery may be deteriorated without meaning. For example, the technique of patent document 1 is such that even when there is no electric vehicle in the vicinity of a battery station that requires battery replacement, high-speed charging is required when the residual capacity of the battery stored in the battery station is equal to or less than a predetermined value. However, when there is no electric vehicle in the vicinity of the battery station that has to perform battery replacement, it may be preferable to perform normal charging or low-speed charging to suppress deterioration of the battery, as compared to the case where high-speed charging of the battery is performed to cause deterioration of the battery.
In addition, the electric vehicle is driven not only by one battery but also by mounting a plurality of batteries. In general, a plurality of batteries are stored and charged in a battery station. Therefore, it is also conceivable to exchange a plurality of batteries mounted on the electric vehicle with a plurality of batteries stored in the battery station by one-time battery exchange. However, in an electric vehicle driven by a plurality of batteries, the performance (speed or travel distance) of the entire vehicle may be influenced by the performance of the most deteriorated battery or the battery having the smallest residual capacity. Therefore, when a plurality of storage batteries are handed over from the storage battery station to the electric vehicle at the time of battery exchange, if there is a storage battery with a small residual battery capacity or a storage battery with a large degree of deterioration, there is a problem that the electric vehicle cannot sufficiently exhibit its performance. That is, when there are 4 batteries to be handed over from the battery station to the electric vehicle, even if there are 3 batteries that are new, when 1 of them is old with a high degree of deterioration, the performance of the electric vehicle equipped with these 4 batteries may be influenced by the performance of the 1 battery with the highest degree of deterioration. As described above, even if 3 of the 4 batteries mounted on the electric vehicle are new batteries and 1 of the 4 batteries is old batteries, the performance of the 3 new batteries cannot be sufficiently extracted. Therefore, it is preferable to average the deterioration degrees of a plurality of batteries stored in the battery station as much as possible.
When the degree of deterioration of the storage battery stored in the storage battery station becomes large, the system administrator must go to the storage battery station to perform an operation of discarding the storage battery having the large degree of deterioration and replacing it with a new storage battery. In this case, for example, when a battery having a large degree of deterioration is present among a plurality of batteries stored in a battery station, it takes time and labor and is inefficient for a manager to go to the battery station to perform a battery replacement operation. Therefore, it is desirable to perform replacement of a plurality of batteries at a time to achieve efficiency. From such a viewpoint, it is also preferable that the deterioration degrees of a plurality of batteries stored in the battery station are averaged as much as possible.
As described above, in an electric vehicle driven by a plurality of batteries, the performance (speed or travel distance) of the entire vehicle may be influenced by the performance of the battery having the smallest residual battery capacity. Therefore, it is preferable that the plurality of batteries stored in the battery station have the remaining battery capacities as equal as possible when the electric vehicle arrives. For example, when the electric vehicle requires 4 batteries to be replaced, the performance of the electric vehicle can be more efficiently and more easily derived by preparing 4 batteries having a residual battery capacity of 80Ah, as compared with preparing 3 batteries having a residual battery capacity of 100Ah and 1 battery having a residual battery capacity of 60 Ah.
From the above-described viewpoint, it is preferable that the charging at the battery station is performed so that the deterioration degree and the residual capacity of the plurality of storage batteries are averaged as much as possible, in consideration of the risk that the storage batteries deteriorate when high-speed charging is performed. However, the conventional battery charging system performs high-speed charging while ignoring the risk of deterioration of the batteries, and does not have a structure for equalizing the deterioration degree and the residual capacity of the batteries of the plurality of batteries.
Therefore, a technique is desired that can appropriately control the degree of deterioration of the storage battery and the residual capacity of the battery by controlling the charging speed in the storage battery station.
Means for solving the problems
The present inventors have made extensive studies to solve the problems of the conventional inventions, and as a result, have obtained the following knowledge and findings: basically, the time when the electric vehicle arrives at the battery station is predicted, and the charging speed of each battery stored in the battery station is controlled based on the predicted arrival time, whereby wasteful degradation of the battery can be prevented, and the degree of degradation of the battery and the remaining battery capacity can be appropriately controlled. The present inventors have also found that the above-mentioned knowledge, knowledge and thinking can solve the problems of the conventional art, and have completed the present invention.
Specifically, the present invention has the following configuration.
The 1 st aspect of the present invention relates to a battery exchange system for an electric vehicle.
The system of the present invention comprises: a plurality of electric vehicles 2, a plurality of battery stations 3, and a management server 4.
The plurality of electric vehicles 2 can be driven by driving the motor using one or more exchangeable storage batteries 1 mounted on the vehicles. Examples of the electric vehicle 2 are an electric automobile, an electric motorcycle, and an electric assist bicycle. The battery station 3 includes a mechanism capable of charging the battery 1. A server device in which the management server 4 is connected to the electric vehicle 2 and the battery station 3 via a communication network.
In the System of the present invention, the secondary Battery 1 may be provided with a Battery Management System (BMS) 10 having a function of measuring and calculating the remaining Battery capacity, the number of charges, and the like of the secondary Battery, and transmitting the charging information of the secondary Battery including an identification number (ID) to the outside.
In the system of the present invention, the electric vehicle 2 includes a control device 20, a position information acquisition device (GPS)22, and a communication device 23.
The control device 20 is connected to a position information acquisition device (GPS)22 and a communication device 23, respectively. Thus, the control device 20 can appropriately obtain battery information including the battery remaining capacity of the battery 1 acquired by the remaining capacity meter 21 and the current position information of the vehicle itself acquired by the position information acquiring device (GPS) 22. The control device 20 performs arithmetic processing of information obtained from various devices, and can transmit the information to the management server via the communication device 23. The control device 20 may be a device installed in the electric vehicle 2, or may be configured by an information processing device provided in a general-purpose mobile communication terminal (e.g., a smart phone).
The position information acquisition device (GPS)22 acquires current position information of the electric vehicle 2. The position information acquiring device (GPS)22 may be a device installed in the electric vehicle 2, or may be configured by a GPS provided in a general-purpose mobile communication terminal (e.g., a smart phone).
The communication device 23 can transmit the exchange request of the battery to the management server 4 together with the battery charging information and the position information. The communication device 23 may be a device provided in the electric vehicle 2, or may be a communication device provided in a general-purpose mobile communication terminal (e.g., a smartphone).
In the system of the invention, the battery station 3 has one or more chargers 31 with adjustable charging speed for charging the installed batteries.
In the system of the present invention, the management server 4 includes a control unit 40 and a communication unit 41.
The control unit 40 of the management server 4 has an arrival time prediction means 40b and a charging speed determination means 40 c.
The arrival time prediction means 40b predicts the time when the electric vehicle 2 arrives at the battery station 3 based on at least the position information of the electric vehicle 2 when the battery exchange request is received from the electric vehicle 2. The charging speed determining means 40c determines the charging speed of the battery of the charger 31 installed in the battery station 3 at least based on the estimated time when the electric vehicle 2 arrives at the battery station 3.
The communication unit 41 of the management server 4 transmits information on the charging speed of the battery determined by the charging speed determining means 40c to the battery station 3.
Thereby, the battery station 3 controls the charging speed of the battery mounted on the charger 31 based on the information on the charging speed received from the management server 4.
As described above, the charging speed of the battery 1 at the battery station 3 is controlled in accordance with the estimated time when the electric vehicle 2 arrives at the battery station 3, whereby high-speed charging can be performed at an appropriate timing, and wasteful deterioration of the battery can be prevented. For example, the management server 4 may be configured to transmit a command so that the shorter the distance between the electric vehicle 2 and the battery station 3, which has issued the request for exchanging the batteries, the higher the speed of charging the battery station 3, and prepare the charged battery before the arrival time of the electric vehicle 2. On the contrary, when the distance between the electric vehicle 2 and the battery station 3 is far, the management server 4 transmits a command for charging the battery station 3 at a normal speed, thereby suppressing deterioration of the battery.
In the system of the present invention, the electric vehicle 2 preferably further includes a residual capacity meter 21. The remaining capacity meter 21 acquires battery charge information including the remaining battery capacity of one or more batteries mounted on the vehicle itself.
In this case, the communication device 23 transmits the exchange request of the battery to the management server together with the position information and the battery charging information.
The remaining capacity meter 21 acquires battery charging information including an identification number of one or more batteries 1 mounted on the electric vehicle 2, a remaining battery capacity, and the like. The remaining capacity meter 21 may acquire battery charging information from the BMS10 provided in the battery 1, or may directly detect and measure an identification number of the battery 1, a remaining battery capacity, and the like when the battery 1 is connected. The remaining capacity meter 21 may be a device installed in the electric vehicle 2, or may be configured to utilize an information receiving and displaying device provided in a general-purpose mobile communication terminal (e.g., a smart phone).
The control unit 40 of the management server 4 preferably further includes a station selection means 40 a. The station selection means 40a selects one or more battery stations 3 that the electric vehicle 2 can reach as candidate stations, based on the battery charging information of the battery mounted on the electric vehicle 2 and the location information of the electric vehicle 2, when receiving the battery exchange request from the electric vehicle 2.
In this case, the arrival time prediction means 40b predicts the time at which the electric vehicle 2 arrives at the candidate station, based on at least the position information of the electric vehicle 2.
The charging speed determining means 40c determines the charging speed of the battery of the charger 31 installed at the candidate station, based on at least the estimated time when the electric vehicle 2 arrives at the candidate station.
The communication unit 41 transmits information on the charging rate of the battery determined by the charging rate determining means 40c to the battery station 3 selected as a candidate station.
As described above, by selecting the battery station 3 existing at a position where the electric vehicle 2 can reach as a candidate station, the charging speed of the battery can be efficiently controlled.
In the system of the present invention, the battery station 3 preferably further includes a detector 32 and a communicator 33.
The detector 32 acquires battery charging information including an identification number of the battery mounted on the charger 31, a remaining battery capacity, and the like. The detector 32 may acquire the battery charging information from the BMS10 provided in the battery 1, or may directly detect and measure the identification number, the remaining battery capacity, and the like of the battery 1 when the battery 1 is connected.
The communication device 33 can transmit the battery charging information detected by the detection device 32 to the management server 4.
In this case, the charging speed determining means 40c of the management server 4 preferably determines the charging speed of the battery mounted on the charger 31 of the battery station 3 based on the battery charging information received from the battery station 3 and the estimated time of arrival of the electric vehicle 2 at the battery station 3.
In the above configuration, for example, when the management server 4 notifies the electric vehicle 2 that the battery exchange request has been made, the detector 32 of the battery station 3 extracts the battery charging information and determines the charging speed of the battery based on the battery charging information and the estimated arrival time of the electric vehicle, thereby making it possible to more appropriately determine whether or not the battery needs to be charged at a high speed.
In the system of the present invention, the detector 32 of the battery station 3 is preferably configured to detect an identification number (ID) of the battery mounted on the charger 31. The detector 32 may acquire an identification number (ID) from the BMS10 provided in the battery 1, or may directly detect the identification number (ID) of the battery 1 when the battery 1 is connected.
In this case, the management server 4 preferably further includes a battery database 42, and the battery database 42 records the number of times of charging of each battery in accordance with the number of times of receiving the identification information of the battery 1 from the battery station 3.
Preferably, the charging speed determining means 40c of the management server 4 determines the charging speed of the battery of the charger 31 mounted on the battery station 3 based on the information on the number of times the battery is charged recorded in the battery database 42 and the estimated time when the electric vehicle 2 arrives at the battery station 3.
The management server 4 may store the deterioration degree of each battery in the battery database 42 in association with the identification number of each battery.
In this case, when the charging speed determining means 40c of the management server 4 receives a request for exchanging the storage battery from the electric vehicle 2, the storage battery deterioration degree associated with the identification number of the storage battery is read from the storage battery database 42 with reference to the identification number of the storage battery received from at least one storage battery station 3, and the charging speed of the storage battery of the charger 31 mounted on the storage battery station is determined based on the read storage battery deterioration degree.
As described above, in the preferred embodiment of the present invention, the management server 4 can grasp the degree of deterioration of the storage battery from the information by recording the number of times of charging and/or the capacity of full charge of each storage battery and the statistical data of the plurality of storage batteries of the same type as those of the conventional storage battery in the storage battery database 42 in advance. Further, by determining the charging speed of the battery according to the degree of deterioration of the battery, the degree of deterioration or the full charge capacity of the battery can be appropriately controlled. In addition, the deterioration degree of the battery can be more accurately predicted by comparing the number of times the battery is charged and/or the full charge capacity with the statistical data of the same kind of conventional batteries.
In the system of the present invention, it is preferable that the battery station 3 has a plurality of chargers 31 or charge control can be performed for each battery.
In this case, the control unit 40 of the management server 4 preferably includes a deterioration degree calculation means 40d for obtaining a deterioration degree of each storage battery based on information on the number of times the storage battery is charged and the fully charged capacity recorded in the storage battery database 42.
Preferably, the charging speed determining means 40c of the management server 4 sets the charging speed of a new battery having a low deterioration degree obtained by the deterioration degree calculating means 40d to a relatively high speed and sets the charging speed of an old battery having a relatively high deterioration degree to a relatively low speed with respect to the plurality of batteries 1 of the one or more chargers 31 installed in the one battery station 3. In addition, in the form of the battery station 3, a plurality of batteries 1 may be mounted on one charger 31.
As configured above, in the preferred embodiment of the present invention, the batteries are intentionally deteriorated by actively charging at a high speed new batteries with a small degree of deterioration among the batteries in one battery station 3. On the other hand, for a battery having a large degree of deterioration, high-speed charging can be suppressed to avoid deterioration of the battery. As described above, by controlling the charging speed in accordance with the degree of deterioration of the storage battery, the degree of deterioration of the plurality of storage batteries stored in one storage battery station 3 can be equalized. Thereby, when the electric vehicle 2 requests the exchange of a plurality of batteries, the plurality of batteries having relatively uniform degrees of deterioration can be delivered from the battery station 3 to the electric vehicle 2. That is, in the electrically powered vehicle 2 driven by a plurality of batteries, the performance (speed or travel distance) of the entire vehicle may be influenced by the performance of the battery with the highest degree of deterioration. Therefore, the electric vehicle 2 is provided with a plurality of batteries having an average deterioration degree, and thus the vehicle performance can be more efficiently exhibited. Further, the deterioration degree of each battery in the battery station 3 is equalized, and each battery reaches the disposal time (replacement time) at substantially the same time. Thus, the replacement of a plurality of storage batteries can be performed at the same time, and the efficiency of the replacement can be improved.
In the system of the present invention, it is preferable that the charging speed determining means 40c of the management server 4 determines the charging speed of each of the plurality of storage batteries 1 of the one or more chargers 31 installed in the one storage battery station 3 so that the remaining battery capacities of the plurality of storage batteries approach an equal value until the electric vehicle 2 arrives at the storage battery station 3.
With the above configuration, for example, the remaining battery capacities of the plurality of storage batteries in one storage battery station 3 can be equalized by comparing the remaining battery capacities of the respective storage batteries, and performing low-speed charging with respect to the larger remaining battery capacity and high-speed charging with respect to the smaller remaining battery capacity. In this way, when a plurality of storage batteries are handed over from the storage battery station 3 to the electric vehicle 2, the battery residual capacity of the storage batteries can be made uniform.
In the system of the present invention, it is preferable that each of the plurality of chargers 31 included in the battery station 3 is capable of charging the battery mounted on the vehicle itself using the battery mounted on the other charger 31 as a power supply.
In this case, the charging speed determining means 40c of the management server 4 preferably determines the charging speed of each battery 1 of the one or more chargers 31 installed in the one battery station 3, taking into account the use of at least one battery as a power source, so that the remaining battery capacities of the plurality of batteries are close to an equal value until the electric vehicle 2 reaches the battery station 3.
With the above configuration, when a plurality of storage batteries are transferred from the storage battery station 3 to the electric vehicle 2, the remaining battery capacities of the storage batteries can be made uniform by charging the other storage batteries using at least one storage battery as a power source.
In the system of the present invention, it is preferable that the battery station may receive supply of electric power from the natural energy generator 34a to charge the battery. Examples of the natural energy generator 34a include a solar light generator, a solar heat generator, and a wind power generator. The natural energy generator 34a may be mounted on the battery station or may be disposed in the vicinity of the battery station. The battery station may receive power supply from a natural energy generator 34a owned by an electric power company through a power grid.
In this case, each of the plurality of chargers 31 may charge the battery mounted on the vehicle itself using the natural energy generator 34a as a power source together with the battery mounted on the other charger 31.
The charging speed determining means 40c of the management server 4 performs different control between the period in which the natural energy generator 34a can generate power and the period in which it cannot generate power. That is, the charging speed determining means 40c determines the charging speed of each of the plurality of storage batteries 1 installed in the one or more chargers 31 in the one storage battery station 3 so that the remaining battery capacities of the plurality of storage batteries are close to the same value in the period in which the natural energy generator 34a cannot generate the electric power. On the other hand, the charging speed determining means 40c determines the charging speed of each battery when the natural energy generator 34a is used as the power source so that the remaining battery capacities of the plurality of batteries are close to the same value until the electric vehicle 2 reaches the battery station 3 in a period in which the natural energy generator 34a can generate power.
Further, the "period in which the natural energy generator 34a can generate electricity" refers to: the solar power generator or the solar heat generator refers to a sunshine period, and the wind power generator refers to a wind blowing period. The "period in which the natural energy generator 34a cannot generate electricity" refers to: in the case of a solar power generator or a solar heat generator, the solar power generator is used in a non-sunshine period, and in the case of a wind power generator, the solar power generator is used in a period in which wind does not blow.
With the above configuration, the present invention can utilize the natural energy generator 34a as a power source. For example, when the natural energy generator 34a is a solar light generator, the charging speed determining means 40c controls the storage batteries stored in the storage battery station 3 to be charged as a power source to the other storage batteries so that the remaining battery capacities of the storage batteries are equalized at night (non-sunshine period) when the battery exchange request from the electric vehicle 2 is considered to be small. The charging speed determining means 40c controls the charging of each battery by the electric power supplied from the natural-energy generator 34a (solar power generator) in the daytime (sunshine period). Thus, for example, even if the power supplied from the power grid is not used, the charging of the storage battery in the storage battery station can be completed by the renewable energy obtained by the solar photovoltaic power generation. Further, according to the above configuration, the secondary batteries can be charged by 100% of renewable energy, and the residual capacities of the plurality of secondary batteries can be made uniform.
The 2 nd aspect of the present invention relates to a computer program for causing a server device to function as the management server 4 in the battery exchange system according to the 1 st aspect.
Efficacy of the invention
As described above, according to the present invention, it is possible to provide a system and a program for controlling the charging speed in a battery station and appropriately controlling the degree of deterioration of a battery and the residual capacity of the battery. That is, according to the present invention, the charging speed of the storage battery can be appropriately controlled so as to equalize the deterioration degree of a plurality of storage batteries and the residual capacity of the storage battery as much as possible while considering the risk of deterioration of the storage battery due to high-speed charging.
Drawings
Fig. 1 is an overall view showing an outline of a battery exchange system of the present invention;
fig. 2 is a block diagram showing the configuration of an electric vehicle;
FIG. 3 is a block diagram showing the constitution of a battery station;
FIG. 4 is a block diagram showing the construction of a management server;
FIG. 5 is a flow chart showing the processing of the battery preparation phase;
FIG. 6 is a flowchart showing a process when a battery exchange request is made;
fig. 7 shows an example of the charging speed determination process;
fig. 8 shows an example of the charging speed determination process;
fig. 9 shows an example of the charging speed determination process;
fig. 10 shows an example of the charging speed determination process; and
fig. 11 shows an example of the charging speed determination process.
Detailed Description
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, and may be modified as appropriate from the following embodiments within a range that is obvious to a person skilled in the art to which the present invention pertains.
Here, in the present specification, "fully charged capacity" means: the maximum value of the capacity of the secondary battery that can be charged each time. This fully charged capacity is proportional to the degree of deterioration of the battery in a specific range. The fully charged capacity gradually decreases as the number of charging times is repeatedly accumulated, and when the number of charging times exceeds a certain number, the capacity rapidly decreases, and the electric power required by the electric vehicle cannot be supplied. When the fully charged capacity is rapidly reduced, the battery must be discarded or replaced.
In the present specification, "battery residual capacity" means: the residual value of the capacity of the accumulator.
[1. outline of System ]
Referring to fig. 1, an outline of a battery exchange system for an electric vehicle of the present invention is described.
Fig. 1 is an overall view showing an outline of a battery exchange system 100 for an electric vehicle according to the present invention. As shown in fig. 1, a system 100 according to the present invention includes: a plurality of electric vehicles 2 on which interchangeable storage batteries 1 are mounted; a plurality of battery stations 3 for charging the storage battery 1 for replacement; and a management server 4 for managing the entire system. As shown in fig. 1, the electric vehicle 2, the battery station 3, and the management server 4 are configured to be able to provide and receive information. For example, the electric vehicle 2 includes a communication device capable of wireless communication with the communication station 5. The battery station 3, the management server 4, and the communication station 5 are connected to each other via an information communication line 6 such as the internet.
The electric vehicle 2 travels by driving a motor by using electric power supplied from a plurality of batteries 1 mounted on the vehicle. The electric vehicle 2 includes, for example: electric automobiles, electric motorcycles, electric assist bicycles, electric stand-up bicycles, and the like. When the remaining battery capacity of the drive battery 1 decreases, the electric vehicle 2 moves forward to the nearby battery station 3. In the battery station 3, a plurality of batteries 1 are stored and charged. The user of the electric vehicle 2 takes out the required number of batteries 1 from the battery station 3 and replaces them with the batteries 1 of the vehicle itself. Thus, the electric vehicle 2 can continue traveling using the charged battery 1. On the other hand, the storage battery 1 having a reduced residual battery capacity is mounted in the storage battery station 3. Then, the battery station 3 receives power supplied from a power source such as a power grid, and starts charging the battery 1 installed therein.
In particular, in the present invention, the user of the electric vehicle 2 can transmit the battery exchange request to the management server 4 in advance through the communication device provided in the vehicle. The battery exchange request includes a reservation for battery exchange and the like. The management server 4 that has received the battery exchange request notifies the battery station 3 that is present in the range where the electric vehicle 2 can reach that there is a request for exchanging the battery. The management server 4 controls the charging speed of the battery 1 in the battery station 3 based on information such as the estimated arrival time of the electric vehicle 2. For example, in the case where the charged battery 1 cannot be prepared before the electric vehicle 2 reaches the battery station 3 in the charging at the normal speed, the management server 4 transmits a command for performing the high-speed charging to the battery station 3. Thereby, when the electric vehicle 2 reaches the battery station 3, one or more charged batteries 1 can be prepared.
[2. concrete constitution of System ]
Next, a specific configuration of the present system will be described.
[ 2-1. electric vehicle ]
Fig. 2 is a block diagram showing the configuration of the electric vehicle 2.
As shown in fig. 2, the electric vehicle 2 includes: an interchangeable battery 1, a control device 20, a remaining capacity meter 21, a position information acquisition device (GPS)22, a communication device 23, a motor 24, an interface 25, a speedometer 26, and a controller 27. The electric vehicle 2 is provided with an information connection terminal 28 for taking out information from the control device 20 to the outside as needed. The electric vehicle 2 is provided with a take-out port for taking out and putting in the battery 1. The electric vehicle 2 travels by driving the motor 24 via the controller 27 by using the interchangeable battery 1 and rotating the wheels through the power transmission mechanism.
As the secondary battery 1, basically, a known rechargeable nickel metal hydride battery, a lithium ion battery, or the like can be used. The number of batteries 1 mounted on the vehicle increases or decreases depending on the type of electric vehicle 2. That is, the number of the batteries 1 mounted on the electric vehicle 2 may be one or more. The battery 1 supplies electric power to the motor 24 via the controller 27. The batteries 1 used in the present system are each assigned an identification number (ID). The identification numbers (IDs) of the batteries 1 are stored in a battery database of a management server 4 described later and are collectively managed.
As shown in FIG. 1, the Battery 1 of the present invention preferably has a Battery Management System (BMS) 10. The BMS10 may be named otherwise, but is basically installed inside or outside the battery and mainly includes an integrated circuit, a sensor, and the like. The BMS10 preferably measures and calculates battery charging information including control of one or more batteries 1, remaining battery capacity, number of charges, and the like. The battery charging information acquired by the BMS10 may include the number of charges, the voltage, current, temperature, and full charge capacity of the battery, in addition to the identification number (ID) and the remaining battery capacity. The BMS10 may also have a communication function of transmitting the battery charging information to the outside. That is, the battery charging information such as the identification number and the battery remaining capacity acquired by the BMS10 is preferably transmitted to the remaining capacity meter 21 mounted on the electric vehicle 2 or the detector 32 mounted on the battery station 3 by wired communication (CAN or the like) or wireless communication (Bluetooth (registered trademark) or the like).
The control device 20 of the electric vehicle 2 is connected to a remaining capacity meter 21, a position information acquisition device (GPS)22, a communication device 23, an interface 25, and a speedometer 26, respectively. Thereby, the control device 20 can appropriately obtain: battery information including the battery residual capacity of the battery 1 obtained by the residual capacity meter 21; current position information of the vehicle itself acquired by a position information acquisition device (GPS) 22; and the running speed of the vehicle itself measured by the speedometer 26. The control device 20 performs arithmetic processing of information obtained from various devices, and can transmit the information to the management server 4 via the communication device 23. Further, the control device 20 can execute various processes based on information input through the interface 25. The control device 20 may be a device installed in the electric vehicle 2, or may be configured by an information processing device provided in a general-purpose mobile communication terminal (e.g., a smart phone).
The residual capacity meter 21 obtains: the battery charging information includes an identification number of the battery 1 mounted on the electric vehicle 2, a battery remaining capacity, and the like. The remaining capacity meter 21 may be configured to acquire battery charging information from the BMS10 provided in the battery 1, or may be configured to directly detect and measure an identification number of the battery 1, a remaining capacity of the battery, and the like via wired communication (CAN and the like) or wireless communication (Bluetooth (registered trademark) and the like) when the battery 1 is connected. The battery charging information obtained by the remaining capacity meter 21 is input to the control device 20. The remaining capacity meter 21 may be a device installed in the electric vehicle 2, or may be configured to use, for example, an information receiving and displaying device provided in a general-purpose mobile communication terminal (for example, a smart phone).
The position information acquiring device (GPS)22 is, for example, a Global Positioning System (GPS). The GPS is a device for measuring the current position of the electric vehicle 2 and obtaining specific information. The position information acquisition device (GPS)22 measures the time required to transmit each radio wave based on the information of the radio wave transmission time included in the radio waves transmitted from the plurality of GPS satellites, and transmits time information indicating the time to the control device 20. The control device 20 can calculate information on the latitude and longitude of the location where the electric vehicle 2 is located, based on the acquired time information. The position information acquisition device (GPS)22 is included in, for example, a car navigation system (not shown) and is mounted on the electric vehicle 2. The position information acquiring device (GPS)22 may be a device installed in the electric vehicle 2, or may be configured by a GPS provided in a general-purpose mobile communication terminal (e.g., a smart phone).
The communication device 23 is connected to the communication station 5 via a wireless line, and can perform bidirectional communication with the management server 4 via the information communication line 6. The communication device 23 can transmit information processed by the control device 20 to the management server 4 or receive information from the management server 4. The communication device 23 is included in, for example, a car navigation system not shown, and is mounted on the electric vehicle 2. The communication device 23 may be a device installed in the electric vehicle 2, or may be a communication device provided in a general-purpose mobile communication terminal (e.g., a smart phone).
The motor 24 converts electric power obtained from the battery 1 through the controller 27 into a rotational output, and transmits the rotational output to the power transmission mechanism. The output from the motor 24 is transmitted to the wheels via the power transmission mechanism, whereby the electric vehicle 2 is run.
The interface 25 includes: a display device for displaying control information of the control device 20; and an input device that receives information input by a user's operation of the electric vehicle 2 as necessary. The interface 25 may also be a touch panel display with the display device and the input device integrated.
The speedometer 26 is a measuring instrument that calculates the instantaneous traveling speed of the electric vehicle 2 based on the number of rotations of the motor 24, the power transmission mechanism, and the like, or the position information acquisition device (GPS) 22.
The controller 27 has a function of controlling the electric power supplied from the battery 1 and transmitting the electric power to the motor 24.
[ 2-2. storage battery station ]
Fig. 3 is a block diagram showing the configuration of the battery station 3.
As shown in fig. 3, the battery station 3 includes: a controller 30, a plurality of chargers 31, a detector 32, a communicator 33, and a power supply 34. Each of the plurality of chargers 31 may be respectively provided with the storage battery 1. The charger 31 having the battery 1 mounted thereon receives electric power supplied from the power supply 34 under the control of the controller 30, and charges the battery 1.
The controller 30 of the battery station 3 is connected to a plurality of chargers 31, a detector 32, and a communicator 33. Therefore, the controller 30 can control the speed of charging the battery 1 by the charger 31 based on the control information received from the management server 4 via the communication device 33. The controller 30 may process the detection information acquired from the battery 1 by the detector 32 and transmit the processed information to the management server 4 via the communication device 33.
The charger 31 is electrically connected to the battery 1, receives electric power supplied from the power supply 34, and performs a charging operation on the battery 1. The charger 31 charges the battery 1 by, for example, a constant current and constant voltage method (CC-CV method). The constant current and constant voltage method (CC-CV method) is: the charging method is a charging method in which charging is performed at a constant current value from the initial stage of charging, and when the voltage of the battery reaches a predetermined value as the charging proceeds, the current value is continuously and gradually decreased while maintaining the voltage.
The charger 31 can change the charging speed of the battery 1 in accordance with a control signal from the controller 30. For example, the charger 31 is preferably capable of changing the charging speed in at least two stages of normal charging in which charging is performed at a normal speed and high-speed charging in which charging is performed at a higher speed than the normal charging. In addition to normal charging and high-speed charging, charger 31 may perform low-speed charging in which charging is performed at a lower speed than normal charging. In the battery 1 charged with a constant current and constant voltage, the charging speed and the charging current value have a substantially proportional relationship. Therefore, the charging speed of the battery 1 can be freely adjusted by controlling the value of the charging current supplied from the charger 31 to the battery 1. For example, the battery 1 has upper limits on the charging speed and the charging current value mainly from the aspects of safety and durability. Therefore, it is sufficient to set the charging at a relatively close charging speed and the upper limit of the charging current value as high-speed charging, and the charging at a relatively close charging speed and the lower limit of the charging current value as low-speed charging, and set the charging at the current value between the high-speed charging and the low-speed charging as normal charging. In other words, charging at a standard speed in a certain range may be referred to as normal charging, charging at a higher speed than the normal charging range may be referred to as high-speed charging, and charging at a lower speed than the normal charging range may be referred to as low-speed charging. The adjustment of the charging speed of charger 31 will be described in detail later.
The detector 32 is a device for acquiring battery charging information including an identification number and a battery residual capacity from the battery 1 in a charged state. The detector 32 may acquire battery charging information from the BMS10 included in the battery 1, or may directly detect and measure an identification number, a battery remaining capacity, and the like of the battery 1 via wired communication (CAN and the like) or wireless communication (Bluetooth (registered trademark) and the like when the battery 1 is connected. The remaining battery capacity of the battery 1 can be detected, for example, by: the charge and discharge current value of the battery 1 is measured by the BMS10, and the amount of electricity obtained by subtracting the integrated current from the residual capacity (fully charged capacity) in the fully charged state. The battery charging information detected by the detector 32 is transmitted to the controller 30.
The communication device 33 is a device for the two-way communication between the battery station 3 and the management server 4 via the information communication line 6. The communication machine 33 may transmit information processed at the controller 30 to the management server 4, or may receive information from the management server 4.
The power source 34 may be any power source as long as it can supply power to the charger 31, and a known configuration can be adopted. For example, renewable energy obtained by the natural energy generator 34a may also be used as the power source 34. Examples of the natural energy generator 34a include a solar light generator, a solar heat generator, and a wind power generator. The natural energy generator 34a is preferably disposed in the vicinity of the battery station 3. That is, the natural energy generator 34a may be mounted on the battery station or may be disposed in the vicinity of the battery station. The battery station may receive power supply from a natural energy generator 34a owned by an electric power company through a power grid. The power source 34 may use commercial power supplied from the power grid 34 b. Furthermore, the power source 34 may use both renewable energy and commercial power.
Further, the electric power stored in the battery 1 can be sold to the outside through the battery station 3. For example, the battery station 3 can sell the electric power stored in the battery 1 to an electric power company, a general home, or the like via a power grid. Further, by lending or exchanging the battery 1 installed in the battery station 3, the electric power stored in the battery 1 can be sold to the user.
[ 2-3. management Server ]
Fig. 4 is a block diagram showing the configuration of the management server 4.
As shown in fig. 4, the management server 4 includes a control unit 40, a communication unit 41, a battery database 42, an electric vehicle database 43, and a station database 44. The management server 4 is responsible for managing the system by managing information on the battery 1, the electric vehicle 2, and the battery station 3 in a unified manner. The management server 4 can execute these functions by one server apparatus or by a plurality of server apparatuses. The control unit 40 of the management server 4 reads the program loaded in the main memory and performs predetermined arithmetic processing based on the read program.
The control unit 40 of the management server 4 is connected to a communication unit 41, a battery database 42, an electric vehicle database 43, and a station database 44. The control unit 40 records information received from each of the plurality of electric vehicles 2 and the plurality of battery stations 3 via the communication unit 41 in various databases 42, 43, and 44. The control unit 40 may generate control signals for the electric vehicle 2 and the battery station 4 based on information recorded in the various databases 42, 43, and 44, and transmit the control signals through the communication unit 41.
The communication unit 41 is a device for the management server 4 to perform bidirectional communication with the electric vehicle 2 and the battery station 3 via the information communication line 6. For example, the communication unit 41 transmits the control signal generated by the control unit 40 to the electric vehicle 2 and the battery station 3. The communication unit 41 can receive various information transmitted from the electric vehicle 2 and the battery station 3.
The battery database 42 is a storage means for storing management information of each of the plurality of batteries 1 used in the present system. Fig. 4 is a diagram showing an example of the data structure of the battery database 42. As shown in fig. 4, the battery station database 42 stores various kinds of management information in association with each other, using the identification number (ID) of the battery 1 as key information. As shown in fig. 4, the management information of the storage battery 1 includes information on the current location of the storage battery, the number of times of charging, the remaining battery capacity, the fully charged capacity, and the degree of deterioration. Further, by storing information on a plurality of batteries used in the past in the battery database 42, statistical data of the batteries can be obtained. By recording the statistical data of the same kind of storage battery used in the past in the storage battery database 42 for each storage battery, the management server 4 can more accurately grasp the degree of deterioration of the storage battery from the information. That is, the degree of deterioration of the storage battery can be more accurately predicted by comparing the number of times the storage battery is charged and the full charge capacity with the statistical data of the number of the storage batteries of the same type in the past.
The information on the current location of the battery is recorded with the identification number (ID) of the electric vehicle 2 in which the battery is stored or the identification number (ID) of the battery station 3. When the electric vehicle 2 or the battery station 3 can store a plurality of batteries, it is preferable that the information on the current location of the battery is displayed in a plurality of storage locations of the vehicle 2 or the battery station 3, and the information on the location where the battery is stored. In the example shown in fig. 4, the identification number with the first letter "V" is the identification number of the electric vehicle, and the identification number with the first letter "S" is the identification number of the battery station.
The information on the number of times of charging the storage battery may be information on the number of times the storage battery is stored in the storage battery station 3, may be information on the number of times the storage battery is fully charged, or may be information on the number of times the remaining battery capacity after charging the storage battery becomes a specific value or ratio or more. However, the method of determining the number of times of charging the battery is not limited to the above method, and other known methods may be employed. As shown in fig. 4, the information on the number of times of charging the storage battery is preferably recorded at each of the charging speeds as indicated by the number of times of performing high-speed charging, the number of times of performing normal charging, and the number of times of performing low-speed charging. By calculating the number of times of charging according to the charging speed, the accuracy of calculation of the degree of deterioration of the storage battery can be improved.
It is preferable to record the latest battery charge information transmitted from the electric vehicle 2 or the battery station 3, with respect to the battery charge information including the identification number of the battery, the remaining battery capacity, and the like. That is, when the present location of the battery 1 is an electric vehicle, the battery charge information transmitted from the communication device 23 is recorded. When the current location of the battery 1 is a battery station, the battery charging information transmitted from the communication device 33 of the battery station 3 is recorded. In the battery database 42, the battery charging information is preferably updated to be the newest one from time to time.
The information on the fully charged capacity of the storage battery preferably records a rated fully charged capacity and a fully charged capacity of the storage battery. In fig. 4, the rated fully charged capacity is shown in parentheses, in addition to the fully charged capacity. When the battery 1 includes the BMS10 for measuring and calculating the fully charged capacity, the fully charged capacity is measured and calculated by the BMS 10.
In the case where the battery 1 does not include the BMS10 or the case where the battery 1 includes the BMS10, when the fully charged capacity is not actually measured and calculated by the BMS10, it is preferable to record the fully charged capacity corrected by the control unit 40 and the like in the battery database 42 in consideration of the rated fully charged capacity before the start of the use of the battery (in a new state) and the deterioration of the battery. Generally, the larger the number of times the battery is used, the smaller the value of the fully charged capacity becomes. In this case, the full charge capacity is preferably a value obtained by correcting the rated full charge capacity based on the number of times of high-speed charging, the number of times of normal charging, and the number of times of low-speed charging. Further, the battery during high-speed charging is more likely to be deteriorated than during normal charging, and the battery during normal charging is more likely to be deteriorated than during low-speed charging. Therefore, in this case, it is more preferable to obtain the full charge capacity by changing the weight of the degree of deterioration of the battery according to the high-speed charge, the normal charge, and the low-speed charge. In this way, the number of times of high-speed charging, normal charging, and low-speed charging of each battery is recorded in the battery database 42, and the full charge capacity can be estimated more accurately by comparing the record of the number of times of charging with past statistical data. The calculation of the full charge capacity is performed by the control unit 40 based on the information on the number of times of charging recorded in the battery database 42 and the information on the rated full charge capacity. However, the method of determining the fully charged capacity of the battery is not limited to the above method, and other known methods may be employed. For example, the full charge capacity can be obtained by sequentially recording the resistance value when the battery 1 is charged. For example, a memory other than the BMS10 for sequentially storing the fully charged capacity may be mounted on the battery 1 itself.
The information on the degree of deterioration of the battery is calculated by the control unit 40 based on the information recorded in the battery database 42. For example, the deterioration degree may be ranked by 5 stages from a (new) to E (old). For example, if the degree of deterioration is of the E level, this means that the battery must be discarded. In the case of the rank order, the control unit 40 compares the full charge capacity and determines the degree of deterioration, which is the degree of decrease from the rated full charge capacity to the actual full charge capacity. However, in practice, the full charge capacity measured and calculated from the battery cells by the BMS10 or the like may vary or be less accurate depending on the external environment or the load of use. In this case, it is preferable to obtain the corrected degradation degree based on the number of times of high-speed charging, the number of times of normal charging, and the number of times of low-speed charging. In this way, the deterioration degree can be estimated more accurately by recording the number of times of high-speed charging, normal charging, and low-speed charging of each battery in the battery database 42, and comparing the record of the number of times of charging with the past statistical data. However, the method of determining the degree of deterioration of the battery is not limited to the above-described method, and other known methods may be employed.
As described above, it is preferable that the battery database 42 records information on the current location, the number of charges, the remaining battery capacity, the full charge capacity, and the degree of deterioration of the storage battery in association with an identification number (ID) as key information for each of the plurality of storage batteries 1.
Preferably, the electric vehicle database 43 records, in association with each of the plurality of electric vehicles 2 included in the present system, an identification number (ID), personal information (name, address, contact, and the like) of the user, a vehicle type of the vehicle, a history of use of the storage battery, a history of signal transmission of a storage battery exchange request, and the like. The information on the type of the vehicle includes information on the type, weight, fuel consumption, and model of the electric vehicle 2 in the year of manufacture. The use history of the storage battery includes: an identification number (ID) of a battery used in the electric vehicle 2, an identification number (ID) of a battery station from which the battery is obtained, and the like. The signal transmission history of the battery exchange request includes information on the number of times, location, time, and the like of the transmission of the exchange request.
Preferably, the station database 44 records, in association with each other, an identification number (ID), a location, a history of use of the storage battery, a history of charge of the storage battery, and the like, for each of the plurality of storage battery stations 3 included in the present system. The use history of the storage battery includes: the number of times the battery 1 is taken out from the battery station 3, or information such as the date, year, and day, date and time, weather, and the identification number of the battery 3 taken out. The charging history of the storage battery includes: information such as the identification number of the battery charged in the battery station.
As shown in fig. 4, the control unit 40 of the management server 4 preferably includes a station selection means 40a, an arrival time prediction means 40b, a charging speed determination means 40c, and a deterioration degree calculation means 40 d. These means 40a, 40b, 40c, and 40d are functional blocks in which the control section 40 functions by reading a program stored in the main memory and executing the read program. These means 40a, 40b, 40c, and 40d will be described in detail based on the processing flow of the present system described below.
[3. processing flow of System ]
Fig. 5 and 6 are flowcharts showing an example of the operation of the battery exchange system according to the present invention.
Fig. 5 shows a flow when the battery station 3 is newly installed with the battery 1. That is, the flow shown in fig. 5 is a process showing a preparation stage of pre-charging the battery 1 by the battery station 3.
As shown in fig. 5, first, at the battery station 3, one or more batteries 1 are newly mounted (step S1-1). The battery 1 installed in the battery station 3 may be a new product or a used product.
When the battery 1 is newly installed in the battery station 3, the detector 32 extracts battery charging information including the identification number and the remaining battery capacity from the battery 1 (step S1-2).
The battery station 3 transmits the battery charging information including the identification number and the remaining battery capacity extracted by the detector 32 to the management server 4 (step S1-3). Further, the battery station 3 starts charging the newly installed battery 1 (step S1-4). At this time, even when the battery residual capacity of the battery 1 is small, the battery station 3 performs normal charging or low-speed charging so that the battery 1 does not deteriorate. That is, at this stage, since the battery station 3 does not receive the battery exchange request from the electric vehicle 2, it is not necessary to charge the battery 1 at a high speed. However, when the battery 1 is charged at a high speed at a stage when the battery exchange request from the electric vehicle 2 is not received, the battery 1 is wastefully deteriorated, which is not preferable.
On the other hand, the management server 4 receives the battery charging information including the identification number and the remaining battery capacity transmitted from the battery station 3 (step S1-5). Then, the control unit 40 of the management server 4 updates the battery database 42 based on the received battery charging information (step S1-6). The operation of updating the battery database 42 is to update the current location of the battery 1, update the number of charges, update the remaining battery capacity, update the full charge capacity, and update the degree of degradation. As described above, it is preferable that the full charge capacity or the deterioration degree is updated by correcting the number of times of charging of the battery stored in the battery database 42. The control unit 40 of the management server 4 may update the charging history recorded in the station database 44 based on the battery charging information received from the battery station 3.
Next, fig. 6 is a flowchart showing a case where the electric vehicle 2 makes a battery replacement request.
As shown in fig. 6, first, the control device 20 of the electric vehicle 2 generates a request for replacement of the battery 1 mounted on the vehicle itself (step S2-1). The request for replacement of the storage battery 1 may be automatically generated by the control device 20 when the remaining battery capacity of the storage battery 1 is equal to or less than a predetermined value. The request for replacement of the battery 1 may be manually generated by the control device 20 by a user of the electric vehicle 1 performing a predetermined input operation through the interface 25.
When the battery exchange request is generated by the control device 20, the BMS10 of the battery 1 measures and calculates the remaining battery capacity of each battery 1 mounted on the vehicle itself (step S2-2). The battery charging information including the battery residual capacity of each battery 1 and the like measured and calculated by BMS10 is transmitted to residual capacity meter 21 of electric vehicle 2. When the remaining capacity meter 21 acquires the battery charging information including the identification number, the remaining battery capacity, and the like, the information is sent to the control device 20. The identification number of each battery 1, the remaining battery capacity, and the like may be obtained directly by the remaining capacity meter 21.
When the battery exchange request is generated by the control device 20, the position information acquiring device (GPS)22 of the electric vehicle 2 detects the current position of the vehicle itself (step S2-3). The information on the current position of the electric vehicle 2 detected by the position information acquisition device (GPS)22 is transmitted to the control device 20.
When receiving the battery charging information including the identification number of the battery 1, the remaining battery capacity, and the like, and the information on the current position of the vehicle itself, the control device 20 transmits the information to the management server 4 together with the battery exchange request (step S2-4).
The management server 4 receives the battery exchange request transmitted from the electric vehicle 2, the battery charging information including the identification number of the battery 1 mounted on the electric vehicle 2, the remaining battery capacity, and the like, and the information on the current position of the electric vehicle 2 (step S2-5). The control unit 40 of the management server 4 may temporarily store the information received from the electric vehicle 2 in the memory. The control unit of the management server 40 may record the battery exchange request received from the electric vehicle 2 in the electric vehicle database 43.
The station selecting means 40a of the control unit 40 determines the distance (reachable range) by which the electric vehicle 2 can move, based on the battery charging information and the current location information, which are received from the electric vehicle 2 that has made the battery exchange request and include the identification number of the battery, the battery residual capacity, and the like (step S2-6). The distance that the electric vehicle 2 can move varies depending on the type of the electric vehicle with a certain amount of remaining battery capacity. Then, the station selecting means 40a refers to, for example, the type of the electric vehicle 2, and determines the distance to which the battery can be driven with the battery residual capacity of the storage battery. The station selection means 40a may be configured to consider weather, time, road congestion, and the like when determining the range that the electric vehicle 2 can reach.
Then, the station selection means 40a of the control unit 40 selects one or more battery stations 3 included in the reachable range of the electric vehicle 2 as "candidate stations" (step S2-7). The station selection means 40a may be configured to select all the battery stations 3 included in the range where the electric vehicle 2 can reach as candidate stations. The station selection means 40a may be configured to select only the battery station 3 closest to the electric vehicle 2. Further, the station selection means 40a may be configured to perform the following processes: after the plurality of battery stations 3 included in the range reachable by the electric vehicle 2 are extracted, the locations of the plurality of battery stations 3 are transferred to the electric vehicle 2, and the user of the electric vehicle 2 selects one battery station 3 from the plurality of battery stations 3, and selects the one battery station 3 selected by the user as a candidate station. The station selection means 40a may be configured to select any battery station 3 selected by the administrator of the present system as a candidate station among the plurality of battery stations 3 included in the range where the electric vehicle 2 can reach.
When the candidate station is selected, the control unit 40 of the management server 4 notifies the selected battery station 3 of the selection (step S2-8). That is, the control unit 40 of the management server 4 notifies the candidate station that the electric vehicle 2 may pass by to exchange the battery.
The battery station 3 selected as the candidate station receives the notification from the management server 4 (step S2-9). When the battery station 3 (candidate station) notified that the electric vehicle 2 is likely to pass along the road receives the notification, the detector 32 extracts the battery charging information for the plurality of batteries 1 to be charged (step S2-10). The extracted battery charging information includes an identification number (ID) of the battery 1 and a battery remaining capacity. Then, the battery station 3 selected as the candidate station transmits the battery charging information extracted by the detector 32 to the management server 4 (step S2-11).
The management server 4 receives the battery charging information transmitted from the battery station 3 (step S2-12). Then, the deterioration degree calculation means 40d of the management server 4 obtains the deterioration degree of each battery based on the battery charging information received from the battery station 3 and the information on the number of times of charging of the battery recorded in the battery database 42 (step S2-13). Next, the control unit 40 of the management server 4 updates the battery database 42 to the latest state based on the received battery charging information (step S2-14). Here, the operation of updating the battery database 42 is preferably to update the number of times the battery 1 is charged, the remaining battery capacity, the full charge capacity, and the degree of deterioration. As described above, the full charge capacity is preferably updated by correcting the full charge capacity according to the number of times of charging the battery stored in the battery database 42. The information on the degree of deterioration of the battery is updated based on the degree of deterioration obtained by the deterioration degree calculation means 40 d.
On the other hand, the arrival time predicting means 40b of the control unit 40 provided in the management server 4 predicts the time until the electric vehicle 2 making the battery exchange request reaches the candidate station after the candidate station is selected by the station selecting means 40a (step S2-15). The traveling speed (e.g., legal speed) of the electric vehicle 2 varies depending on the type of the electric vehicle. Then, the arrival time prediction means 40b refers to, for example, the type of the electric vehicle 2, and predicts the time from the position at which the battery exchange request is transmitted to the arrival candidate station of the electric vehicle 2. The arrival time prediction means 40b may be configured to take into account weather, time zone, road congestion, and the like when predicting the time when the electric vehicle 2 arrives at the candidate station.
As described above, when the battery database 42 is updated to the latest state (step S2-14) and the arrival time of the electric vehicle 2 is predicted (step S2-15), the charging speed determining means 40c of the management server 4 determines the speed at which the battery 1 is charged in the candidate station based on these information (step S2-16). The charging speed determining means 40c determines the charging speed of the battery 1 at the candidate station, in consideration of various factors, based on the estimated arrival time of the electric vehicle 2 and the information recorded in the battery database 42. The process of determining the charging speed will be described in detail later with reference to fig. 7 to 11. The charging rate determined by the charging rate determining means 40c is converted into a control signal by the control unit 40, and is transmitted to the battery station 3 selected as a candidate station (step S2-17).
The battery station 3 selected as the candidate station receives the control signal relating to the charging speed transmitted by the management server 4 (step S2-18). Next, the controller 30 of the battery station 3 controls the charging speed of the charger 31 in accordance with the control signal relating to the charging speed received by the management server 4 (steps S2-19).
Although not shown, the management server 4 may be configured to perform the following control: when the candidate station is selected (step S2-17), the electric vehicle 2 is notified of the position of the candidate station, and the electric vehicle 2 is guided to the candidate station. Thereby, the electric vehicle 2 can be smoothly guided to the battery station 3 selected as a candidate station. Further, by guiding the electric vehicle, the user of the electric vehicle 2 can move the electric vehicle 2 to the battery station 3 without worrying about battery depletion.
In the present invention, the battery delivered from the battery station 3 (candidate station) to the electric vehicle 2 does not need to be constantly charged. For example, the driver of the designated electric vehicle 2 is set to a destination that cannot be reached by only 1 battery (i.e., the battery must be replaced halfway). In this case, it is also possible to make a reservation for battery exchange to a plurality of battery stations 3 existing on the destination route of the electric vehicle 2 in advance. For example, the management server 4 may predict the arrival time of the electric vehicle 2 for the battery stations 3 existing at a plurality of places on the path of the electric vehicle 2 to control the charging speed of the battery. In this case, the battery station 3 on which the electric vehicle 2 is going on the way in the route does not need to be constantly charged with electricity in advance, and the battery to be replaced may be charged in advance to such an extent that the electric vehicle 2 can reach the next battery station 3. As described above, in the present invention, the charging speed of the battery at the battery station 3 can be controlled according to various factors.
[4. Charge rate determining processing ]
Next, in step S2-16, the charging speed determination process performed by the charging speed determination means 40c of the management server 4 will be described in detail. Examples of the charging speed determination process are shown in fig. 7 to 11. However, the processing shown in fig. 7 to 11 is merely an example, and the charging speed determination processing in the present invention is not limited to the processing shown in fig. 7 to 11.
Fig. 7(a) shows an example in which the charging speed of the storage battery is controlled based on the estimated time when the electric vehicle 2 arrives at the storage battery station 3 and the remaining battery capacity of the storage battery charged at the storage battery station 3. As described above, the estimated arrival time may be obtained by predicting the time at which the electric vehicle 2 arrives at the candidate station from the location at which the battery exchange request is transmitted, taking into account the speed and the location of the electric vehicle 2. The estimated time of arrival may be obtained by taking into account weather, time zone, road congestion, and the like.
For example, as shown in fig. 7(a), when the estimated time of arrival of the electric vehicle 2 is 30 minutes or more and the residual battery capacity of the battery charged at the battery station 3 is 90Ah or more, the battery may be charged at a "low speed". At this time, even if the battery is charged at a low speed, the battery can be fully charged until the electric vehicle 1 arrives. In addition, when there is enough time for charging, the battery is charged at a low speed, thereby preventing the deterioration of the battery.
On the other hand, even if the estimated time of arrival of the electric vehicle 2 is 30 minutes or more, when the residual battery capacity of the battery charged at the battery station 3 is 70Ah or less, the battery is "charged at high speed". Thereby, the battery can be fully charged until the electric vehicle 1 arrives.
In the embodiment shown in fig. 7(a), when the estimated time of arrival of the electric vehicle 2 is within 15 minutes and the residual battery capacity of the battery is 70Ah or less, the battery is "normally charged". The reason for performing such processing is as follows: even if the battery is charged at a high speed, it is not completed before the arrival of the electric vehicle 2, and therefore, it is prioritized to intentionally perform normal charging to prevent deterioration of the battery.
Fig. 7(b) shows an example in which the charging speed of the storage battery is controlled in consideration of the distance that the electric vehicle 2 can travel after arriving at the storage battery station 3 (candidate station), in addition to the estimated arrival time of the electric vehicle 2 and the residual battery capacity of the storage battery charged at the storage battery station 3. The distance that the electric vehicle 2 can travel after reaching the candidate station is an index indicating the urgency of battery replacement. That is, if the electric vehicle 2 can travel only for a short distance after reaching the candidate station, it can be said that the urgency for exchanging the batteries of the electric vehicle 2 is high. On the other hand, if the electric vehicle 2 can travel a long distance after reaching the candidate station, it can be said that the urgency for exchanging the battery of the electric vehicle 2 is low. Here, the range in which the electric vehicle 2 can travel can be calculated by taking into account the remaining battery capacity of a battery mounted on the electric vehicle 2 and the type of vehicle. The distance that the electric vehicle 2 can travel after reaching the candidate station can be calculated by subtracting the distance from the electric vehicle 2 to the candidate station from the range in which the electric vehicle 2 can travel.
For example, as shown in fig. 7(b), when the estimated arrival time of the electric vehicle 2 is within 30 minutes and the distance over which the electric vehicle 2 can travel after reaching the candidate station is within 5km, assuming that the residual battery capacity of the battery charged at the battery station 3 is 70Ah, the urgency of battery replacement of the electric vehicle 2 is high. Therefore, in this case, the battery is "charged at high speed".
On the other hand, even if the predicted arrival time of the electric vehicle 2 is within 30 minutes, when the distance over which the electric vehicle 2 can travel after arriving at the candidate station is 10km or more, the urgency of battery replacement of the electric vehicle 2 is low. In this case, the battery is "normally charged" to give priority to preventing deterioration of the battery.
Fig. 7(c) shows an example in which the timing of battery replacement is predicted from the past usage history of the battery station 3, and the charging speed of the battery is controlled based on the prediction. By predicting the timing of battery replacement in this manner, even when information relating to the positional information or the battery remaining capacity cannot be acquired from the electric vehicle 2, the possibility of the battery requiring full charge when the electric vehicle 2 arrives at the battery station 3 is increased. For example, in the example shown in fig. 7(c), the frequency of use of the battery station 3 is obtained from the past use history in accordance with the current time zone, weather, and a certain day of the week. Then, the "high-speed charging" is performed for a time slot with a high frequency of use, the weather, and a certain day of the week, and the "low-speed charging" is performed for a time slot with a low frequency of use, the weather, and a certain day of the week.
For example, when the frequency of use of the battery station 3 is viewed in the weather, the frequency of use is high in a sunny day and a cloudy day, and the frequency of use is low in a rainy day. When the frequency of use of the battery station 3 is viewed on a certain day of the week, the frequency of use on weekdays is high, and the frequency of use on holidays and holidays is low. When the frequency of use of the battery station 3 is viewed in time intervals, the frequency of use is high at the morning and evening commuting peak times, and the frequency of use is low at night. In the example shown in fig. 7(c), the "high-speed charge", "normal charge", and "low-speed charge" of the storage battery are controlled by predicting the timing of the storage battery replacement from the past use history.
Fig. 8 shows an example in which the deterioration degrees of a plurality of storage batteries charged in the storage battery station 3 are ranked in order, and the charging rates of the storage batteries are controlled so that the deterioration degrees of the storage batteries in the storage battery station 3 are averaged. That is, the degree of deterioration is recorded for each of the plurality of storage batteries in the storage battery database 42 provided in the management server 4. The information on the degree of deterioration of the battery is a value determined based on information on the number of times the battery is charged and the capacity of the fully charged battery. By averaging the degrees of deterioration of the respective storage batteries, it is possible to replace the storage batteries that have deteriorated in one storage battery station 3 or a plurality of storage battery stations 3 located in a specific geographical area at a time.
In the example shown in fig. 8, the deterioration degree of the battery 1 during charging is represented by a to E for a plurality of battery stations 3 located in a specific geographical range. Of the deterioration degrees a to E, "a" means the latest and "E" means the oldest. When four battery stations 3 located in a specific geographical area shown in fig. 8 are viewed, there are a plurality of batteries 1 having high degrees of deterioration and being close to the time of replacement with a new one, and there are also batteries 1 having low degrees of deterioration and being relatively new. Therefore, it is preferable that the deterioration of the battery 1 be suppressed by suppressing the high-speed charging and performing the normal charging or the low-speed charging with respect to the battery 1 having a high degree of deterioration and being relatively old. On the other hand, it is preferable that the battery 1 having a low degree of deterioration and being relatively new is positively charged at a high speed, and deterioration of the battery 1 is particularly promoted, thereby matching the degree of deterioration of the other old battery 1. For example, in one battery station 3, it is preferable that deterioration is particularly promoted in order to allow a new battery 1 having a large difference in the degree of deterioration from the other batteries 1 to be charged at a high speed relatively frequently and to be used with priority from time to time. Even if a new battery 1 is present in one battery station 3, it is preferable to use the battery with priority and to reduce the high-speed charging as much as possible when the difference between the deterioration degrees of the new battery 1 and the deterioration degrees of the other batteries 1 is small. As described above, when determining the charging speed of the battery 1, it is preferable to determine "high-speed charging", "normal charging", or "low-speed charging" so that the deterioration degree of the battery is uniform with respect to the deterioration degree of the other battery 1 for the purpose of averaging the deterioration degree of the battery.
Fig. 9 shows an example in which the charging speed is controlled so that the remaining battery capacities of a plurality of storage batteries charged in one storage battery station 3 are uniform. That is, in the case where a plurality of storage batteries 1 must be exchanged for one electric vehicle 2, such control of the charging rate is performed such that the remaining battery capacities of all the storage batteries 1 are preferably made nearly equal to each other, rather than preferentially making any storage battery 1 in the same storage battery station 3 fully charged. The reason is that: in an electrically powered vehicle driven by a plurality of batteries, the performance (speed, travel distance) of the entire vehicle may be influenced by the performance of the most deteriorated battery or the battery having the smallest residual capacity.
The commercial power supply that supplies electric power to the battery station 3 mainly limits the current value (a) and the current amount (Ah). For example, the current value (a) of the normal power supplied from the power grid is limited in each store according to contract content with the power company and the like. In addition, when the electric power obtained by the renewable energy system (for example, a solar power generation device) is supplied to the battery station 3, the current value (a) and the current amount (Ah) are limited in proportion to the solar illuminance and the sunshine duration. Therefore, when limiting the current value (a) and the current amount (Ah), it is necessary to appropriately control the charging speed (i.e., the charging current value) of each storage battery in order to equalize the residual battery capacities of the plurality of storage batteries in one storage battery station 3.
For example, in the example shown in fig. 9, the current value (a) supplied to one battery station 3 is limited by 60A. Four batteries 1 are managed in one battery station 3, and the remaining battery capacities are 90Ah, 80Ah, and 80Ah, respectively. The time for the electric vehicle 1 to reach the battery station 3 is set to 1 hour. In this case, two batteries 1 charged to 90Ah are charged at 10Ah (10A × 1h) at a relatively low "low-speed charge". On the other hand, two batteries 1 charged only up to 80Ah are highly charged at 20Ah (20A × 1h) at a high rate. In this manner, it is preferable to adjust the charging speed of each battery 1 by interchanging the charging speed (i.e., the charging current value) for each battery 1 so that a plurality of batteries having the same residual battery capacity are prepared at the same time when the electric vehicle 1 arrives.
Fig. 10 shows an example in which the charger 31 in one battery station 3 can use the battery 1 mounted in another charger 31 as a power supply. In the example shown in fig. 10, the charging speed is controlled so that the residual capacities of the plurality of secondary batteries are equalized, considering that the charger 31 can use the secondary battery 1 mounted on another charger 31 as a power source.
First, fig. 10(a) shows a case where each charger 31 cannot use the battery 1 mounted in another charger 31 as a power supply. For example, assume that the amount of current from the externally supplied power supply is limited to 25 Ah. The battery station 3 houses four batteries 1, and the remaining battery capacities of the batteries 1 are set to 95Ah, 85Ah, 70Ah, and 65Ah, respectively. The time for the electric vehicle 1 to reach the battery station 3 is set to 1 hour. In this case, if each charger 31 cannot use the battery 1 mounted on the other charger 31 as a power source, it becomes difficult to make the remaining battery capacities of the four batteries 1 uniform after 1 hour of the arrival of the electric vehicle 2. For example, it is assumed that the battery 1 having a residual battery capacity of 70Ah is charged at 10Ah (10A × 1h), and the battery 1 having a residual battery capacity of 65Ah is charged at 15Ah (15A × 1 h). However, as a result, the residual battery capacities of the four secondary batteries 1 become 95Ah, 85Ah, 80Ah, and it can be said that the residual battery capacities are not completely equalized.
In contrast, fig. 10(b) shows a case where each charger 31 can use the battery 1 charged in another charger 31 as a power source. Here, in the example of fig. 10(b), the remaining battery capacity and the current amount limit of the battery 1 are set to the same conditions as those of fig. 10 (a). However, in the example shown in fig. 10(b), each charger 31 can use the battery 1 mounted in another charger 31 as a power supply. Therefore, the battery 1 charged to 95Ah with the largest residual battery capacity can be used as a power source to supply electric power to the other batteries 1. For example, the current is reversed from the battery 1 charged to 95Ah to-10 Ah (-10A × 1 h). The electric power of the battery 1 supplied from the residual battery capacity 95Ah is used for charging the battery 1 having a residual battery capacity 70Ah and the battery 1 having a residual battery capacity 65 Ah. In this way, the battery 1 having a residual battery capacity of 70Ah is charged at 15Ah (15A × 1h), and the battery 1 having a residual battery capacity of 65Ah is charged at 20Ah (20A × 1 h). As a result, after the electric vehicle 2 reached 1 hour, all of the residual battery capacities of the four secondary batteries 1 became 85Ah, and the residual battery capacities became uniform. In this way, by using the storage battery 1, which has a relatively large residual capacity of the battery stored in one storage battery station 3, as a power supply and charging the other storage batteries 1, the residual capacity of each storage battery 1 can be easily made uniform.
Fig. 11 shows an example in which renewable energy obtained by a natural energy generator provided in the battery station 3 is used to the maximum extent to charge the battery 1. Examples of the natural energy generator are a solar power generator, a solar heat generator, a wind power generator, and the like. Here, a case where the natural energy generator is a solar power generator will be described as an example. When the battery station 3 includes a solar power generator, it is desirable to charge the battery 1 so as to minimize the use of commercial power by using renewable energy obtained by the solar power generator as much as possible. In particular, charging of the battery 1 is preferably performed by supplying 100% with renewable energy. However, since the solar power generator converts solar radiation into energy, the current value (a) and the current value (Ah) that can be supplied are limited. The solar power generator can charge the battery 1 during the solar radiation period (period in which the natural energy power generator can generate power), but it is difficult to charge the battery 1 during the non-solar radiation period (period in which the natural energy power generator cannot generate power). As described above, it is also desirable to make the residual battery capacities of the storage batteries 1 uniform as much as possible.
In the example shown in fig. 11, it is assumed that the remaining battery capacities of the storage batteries 1 are equalized as much as possible by charging the other storage batteries using the storage batteries 1 in the storage battery station 3 as a power source in the non-solar radiation period of the sun, and the storage batteries having the equalized remaining battery capacities are charged simultaneously in the solar radiation period of the sun.
First, fig. 11(a) shows an example in which the charging of the storage battery 1 is not performed during the non-solar radiation period of the sun. For example, four storage batteries 1 are housed in the storage battery station 3, and the remaining battery capacities of the storage batteries 1 are set to 95Ah, 85Ah, 75Ah, and 65Ah, respectively. Also, it is assumed that after 1 hour has elapsed after the sunshine period becoming the sun, the electric vehicle 2 reaches the battery station 3. In this case, when the battery residual capacity of the storage battery 1 in the storage battery station 3 is not equalized at the time of switching from the non-sunshine period to the sunshine period of the sun, there is a possibility that a part of the storage batteries are not charged at high speed by the renewable energy from the solar power generator when the sunshine period of the sun is reached. For example, as shown in fig. 11(a), even if charging is performed for 1 hour after the sunshine period that becomes the sun, it is difficult to uniformize the battery residual capacities of the respective storage batteries 1 at the time of arrival of the electric vehicle 2.
In contrast, fig. 11(b) shows that even in the non-solar radiation period of the sun, the remaining battery capacities of the respective storage batteries 1 can be made uniform as much as possible by charging the other storage batteries by using the storage battery 1 in the storage battery station 3 as a power source. For example, in the non-solar radiation period of the sun, a current amount of 15Ah is supplied from the battery 1 having a battery residual capacity of 95Ah to the battery 1 having a battery residual capacity of 65Ah to perform the pre-charging. The battery 1 having a residual battery capacity of 85Ah was charged in advance by supplying a current of 5Ah from the battery 1 having a residual battery capacity of 75Ah to the battery 1. In this way, the remaining battery capacities of the respective storage batteries 1 are all made uniform to 80Ah during the non-solar radiation period of the sun. Next, in this manner, in a state where the battery residual capacities of the respective storage batteries 1 have been uniformized, a switch is made from the non-sunshine period to the sunshine period of the sun. Thereby, the charging of the battery 1 is started by the renewable energy obtained from the solar power generator. At this time, since the residual capacities of the respective secondary batteries 1 are equalized, the plurality of secondary batteries 1 having equalized residual capacities and fully charged can be prepared when the electric vehicle 2 arrives by charging the respective secondary batteries 1 with a current amount of 20 Ah. In this way, when the storage battery station 3 includes a solar power generator, the remaining battery capacity of each storage battery 1 is uniformized in advance by utilizing the non-solar radiation period of the sun, and the renewable energy obtained by the solar power generator can be utilized to the maximum.
In the above description, in order to express the contents of the present invention, a preferred embodiment of the present invention is mainly described with reference to the drawings. However, the present invention is not limited to the above-described embodiments, and includes modifications and improvements that are obvious and obvious to those skilled in the art to which the present invention pertains from the matters described in the present specification.
For example, in the present invention, the battery to be delivered from the battery station 3 (candidate station) to the electric vehicle 2 is not necessarily fully charged. For example, suppose that a destination that the driver of the electric vehicle 2 cannot reach with only 1 battery (i.e., the battery must be exchanged halfway) is specified. In this case, it may be possible to reserve a plurality of battery stations 3 existing on the destination route of the electric vehicle 2 in advance for battery exchange. For example, the management server 4 may predict the arrival time of the electric vehicle 2 for a plurality of battery stations 3 existing on the path of the electric vehicle 2 to control the charging speed of the battery. In this case, the battery station 3 on which the electric vehicle 2 has traveled the way along the route does not always need to be charged with the battery to be replaced in advance, and the battery to be replaced may be charged in advance to such an extent that the electric vehicle 2 can reach the next battery station 3. As described above, in the present invention, the charging speed of the battery at the battery station 3 can be controlled according to various factors.
Possibility of industrial utilization
The present invention relates to a battery exchange system for an electric vehicle. Therefore, the invention can be helpful for realizing the society which utilizes green energy.
Description of the reference numerals
1 accumulator
2 electric vehicle
3 storage battery station
4 management server
10 BMS
20 control device (electric vehicle)
21 residual capacity meter
22 position information acquisition device (GPS)
23 communication device
24 motor
25 interface
26 speed meter
27 controller
28 information connection terminal
30 controller (accumulator station)
31 charger
32 detection machine
33 communication machine
34 power supply
34a natural energy generator
34b electric power network
40 control part (management server)
40a station selection means
40b arrival time prediction means
40c charging speed determining means
40d deterioration degree calculating means
41 communication part
42 accumulator database
43 electric vehicle database
44 station database
100 battery exchange system

Claims (3)

1. A battery exchange system is provided with: a plurality of electric vehicles (2) that can travel by driving a motor using one or more exchangeable storage batteries (1) mounted on the vehicles; a plurality of battery stations (3) capable of charging the batteries (1); and a management server (4) for connecting the electric vehicle (2) and the battery station (3) to each other via a communication network, characterized in that:
the battery station (3) is provided with a charger (31) which can adjust the charging speed and charge the installed battery,
the control unit (40) of the management server (4) includes:
an arrival time prediction means (40b) for predicting the time when the electric vehicle (2) arrives at the battery station (3); and a charging speed determining means (40c) for determining the charging speed of the batteries of the chargers (31) installed in one battery station (3) so that the residual capacities of the batteries (1) of one or more chargers (31) installed in the battery station (3) are close to an equal value, based on the estimated time for the electric vehicle (2) to reach the battery station (3),
the communication part (41) of the management server (4) transmits information related to the charging speed of the storage battery determined by the charging speed determining means (40c) to the storage battery station (3),
the battery station (3) controls the charging speed of the battery mounted on the charger (31) based on the information related to the charging speed received from the management server (4).
2. A computer program medium, characterized by code stored thereon for causing a server device to function as a management server (4) in a battery exchange system according to claim 1.
3. A management server (4) for connecting, via a communication network, an electric vehicle (2) capable of traveling by driving a motor using an interchangeable battery (1) mounted on the vehicle and a battery station (3) having a charger (31) capable of adjusting a charging speed and charging the mounted battery,
the management server (4) predicts the time when the electric vehicle (2) arrives at the battery station (3), determines the charging speed of the batteries of the chargers (31) installed in the battery station (3) so that the residual capacities of the batteries (1) of one or more chargers (31) installed in one battery station (3) are close to an equal value, and transmits information on the determined charging speed of the batteries to the battery station (3), based on the predicted time when the electric vehicle (2) arrives at the battery station (3).
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