CN113640684A

CN113640684A - Secondary use determination system for storage battery and secondary use determination method for storage battery

Info

Publication number: CN113640684A
Application number: CN202110393457.3A
Authority: CN
Inventors: 数野修一
Original assignee: Honda Motor Co Ltd
Current assignee: Honda Motor Co Ltd
Priority date: 2020-05-11
Filing date: 2021-04-13
Publication date: 2021-11-12
Also published as: JP2021180543A

Abstract

The invention provides a secondary usage determination system and a secondary usage determination method for a storage battery, which can determine whether the secondary usage of the storage battery mounted on a vehicle is possible with higher accuracy. The storage battery secondary usage determination system includes an in-vehicle device including a detection unit that detects a magnitude of an impact applied to a vehicle and a direction in which the impact is applied and outputs information of the detected impact, an acquisition unit that acquires information of a storage battery mounted on the vehicle when the detection unit detects the impact, and a transmission unit that transmits impact data in which the information of the storage battery and the information of the impact are associated with each other to the server device, and the server device includes a reception unit that receives the impact data transmitted by the in-vehicle device, an estimation unit that estimates the magnitude of the impact applied to the storage battery and the direction in which the impact is applied based on the impact data, and a determination unit that determines whether or not the storage battery can be secondarily used based on the estimated impact applied to the storage battery.

Description

Secondary use determination system for storage battery and secondary use determination method for storage battery

Technical Field

The present invention relates to a secondary usage determination system and a secondary usage determination method for a storage battery.

Background

In recent years, for example, vehicles that run on at least an Electric motor driven by Electric power supplied from a battery (secondary battery), such as an EV (Electric Vehicle) and an HEV (Hybrid Electric Vehicle), have been developed. In recent years, a secondary use of a battery that is not used in a vehicle has been studied.

In this regard, international publication No. 2015/012144 describes the following technique: the time for ending the use is predicted by estimating the deterioration of the battery in use, and the secondary use destination is determined before the actual end of the use.

However, when a secondary use is performed on a battery used in a vehicle, it is necessary to ensure a certain degree of reliability even at the point of secondary use. Therefore, for example, it is desirable to suppress secondary use of a battery mounted on a vehicle in which an accident has occurred. However, in the technology disclosed in international publication No. 2015/012144, no sufficient study has been made regarding the case where secondary use is not performed for a battery whose reliability may be significantly deteriorated.

Jp 2003-040061 discloses a technique for estimating the degree of damage of a vehicle in which an accident has occurred. Thus, it is conceivable that whether or not to secondarily use the battery is determined based on the degree of damage of the vehicle.

Disclosure of Invention

However, the battery is disposed in the vehicle body at a position different from vehicle to vehicle. Therefore, the degree of damage of the battery is not necessarily proportional to the degree of damage of the vehicle. Therefore, it is difficult to apply the technique of japanese patent application laid-open No. 2003-040061 directly to determination of availability of secondary use of a battery mounted on a vehicle.

The present invention has been made in view of the above-described problems, and an object thereof is to provide a battery secondary usage determination system and a battery secondary usage determination method that can determine whether or not secondary usage of a battery mounted on a vehicle is possible with higher accuracy.

[ MEANS FOR solving PROBLEMS ] A method for solving the problems

The present invention provides a secondary usage determination system and a secondary usage determination method for a storage battery, which employ the following configurations.

(1): a secondary battery use determination system according to one aspect of the present invention includes an in-vehicle device and a server device, wherein the in-vehicle device includes a detection unit that detects a magnitude of an impact applied to a vehicle and a direction in which the impact is applied, and outputs information on the detected impact, an acquisition unit that acquires information on a battery mounted on the vehicle when the detection unit detects the impact, and a transmission unit that transmits impact data in which the information on the battery and the information on the impact are associated with each other to the server device, the server device includes a receiving unit that receives the impact data transmitted from the in-vehicle device, an estimating unit that estimates, based on the impact data, a magnitude of an impact applied to the battery and a direction in which the impact is applied, and a determining unit that determines whether or not the battery is reusable based on the estimated impact applied to the battery.

(2): in the aspect (1) described above, the estimating unit estimates the magnitude of the impact applied to the battery and the direction in which the impact is applied, based on collected data collected for each vehicle from the received impact data, and the determining unit determines whether or not the battery is reusable, based on a threshold value for the impact set for each vehicle.

(3): in the aspect (2) above, the threshold value is set according to a type of the vehicle.

(4): in the aspect (2) or (3), the threshold value is set in each of the front-rear direction, the left-right direction, and the up-down direction with reference to the traveling direction of the vehicle, based on the mounting position of the battery on the vehicle.

(5): in any one of the above (1) to (4), the estimation unit estimates the magnitude of the instantaneous impact applied to the battery and the direction in which the impact is applied, based on the impact data transmitted when the instantaneous impact is applied to the vehicle, and the determination unit determines whether or not the battery is reusable, based on a threshold value of the impact set for each vehicle.

(6): in any one of the above (1) to (5), the estimating unit estimates a magnitude of an integrated impact applied to the battery during a predetermined period and a direction in which the impact is applied, based on the impact data indicating the integrated impact applied to the vehicle during the predetermined period, and the determining unit determines whether or not the battery is reusable, based on a threshold value of the impact set for the vehicle.

(7): a secondary usage determination method for a storage battery according to an aspect of the present invention is a secondary usage determination method for a storage battery in a secondary usage determination system including an in-vehicle device and a server device, wherein a computer of the in-vehicle device performs: detecting the magnitude of an impact applied to a vehicle and the direction in which the impact is applied, and outputting information of the detected impact; acquiring information of a battery mounted on the vehicle when the impact is detected; and transmitting impact data in which the information on the storage battery and the information on the impact are associated with each other to the server apparatus, wherein the computer of the server apparatus performs: receiving the impact data transmitted by the in-vehicle apparatus; estimating a magnitude of an impact applied to the battery and a direction in which the impact is applied, based on the impact data; and determining whether the secondary usage of the battery is possible based on the estimated impact applied to the battery.

[ Effect of the invention ]

According to the aspects (1) to (7) described above, the determination as to whether or not the secondary use of the battery mounted on the vehicle is possible can be performed with higher accuracy.

Drawings

Fig. 1 is a diagram showing an example of a configuration of a vehicle to which a secondary battery use determination system according to an embodiment is applied.

Fig. 2 is a diagram showing an example of the configuration and usage environment of the secondary usage determination system for a storage battery according to the embodiment.

Fig. 3 is a diagram illustrating an example of the threshold value of the impact on the vehicle in the secondary usage determination system of the embodiment.

Fig. 4 is a sequence diagram showing an example of a flow of processing executed when determining whether or not secondary use of the storage battery is possible in the storage battery secondary use determination system according to the embodiment.

Fig. 5 is a diagram for explaining the processing of the first modification in the secondary usage determination system for a storage battery according to the embodiment.

Fig. 6 is a diagram for explaining the processing of a second modification in the secondary usage determination system of the embodiment.

Detailed Description

Embodiments of a secondary usage determination system and a secondary usage determination method for a storage battery according to the present invention will be described below with reference to the drawings. In the following description, an example of a case where the secondary battery use determination system according to the present invention is applied to an Electric Vehicle (EV) (hereinafter, simply referred to as a "vehicle") will be described.

[ Structure of vehicle to which Secondary Battery utilization determination System is applied ]

Fig. 1 is a diagram showing an example of a configuration of a vehicle to which a secondary battery use determination system according to an embodiment is applied. The Vehicle 10 is a BEV (Battery Electric Vehicle) that travels by an Electric motor (Electric motor) driven by Electric power supplied from a Battery (secondary Battery) for traveling. The vehicle 10 may be a straddle-type two-wheeled vehicle, a three-wheeled vehicle (including a front two-wheeled and a rear one-wheeled vehicle in addition to a front two-wheeled vehicle), an auxiliary-type bicycle, or the like, in addition to a four-wheeled vehicle, for example. The vehicle 10 may also be a Hybrid Electric Vehicle (HEV) that runs by an electric motor driven by electric power supplied by operation of an internal combustion engine using fuel as an energy source, such as a diesel engine or a gasoline engine, or electric power supplied from a battery.

The vehicle 10 includes, for example, a motor 12, a drive wheel 14, a brake device 16, a vehicle sensor 20, a pcu (power Control unit)30, a running battery 40, a battery sensor 42, a communication device 50, an hmi (human Machine interface)60 including a display device, a charging port 70, a connection circuit 72, and an impact detection sensor 80.

The motor 12 is, for example, a three-phase ac motor. A rotary member (rotor) of the motor 12 is coupled to a drive wheel 14. The motor 12 is driven by electric power supplied from a power storage unit (not shown) provided in the running battery 40, and transmits rotational power to the drive wheels 14. The motor 12 can generate electric power by operating as a regenerative brake using the kinetic energy of the vehicle 10 when the vehicle 10 decelerates.

The brake device 16 includes, for example, a caliper, a hydraulic cylinder that transmits hydraulic pressure to the caliper, and an electric motor that generates hydraulic pressure in the hydraulic cylinder. The brake device 16 may be provided with a mechanism for transmitting a hydraulic pressure generated by an operation of a brake pedal (not shown) by a user (driver) of the vehicle 10 to a hydraulic cylinder via a master cylinder as a backup. The brake device 16 is not limited to the above-described configuration, and may be an electronically controlled hydraulic brake device that transmits the hydraulic pressure of the master cylinder to the hydraulic cylinder.

The vehicle sensor 20 includes, for example, an accelerator opening sensor, a vehicle speed sensor, and a brake depression amount sensor. The accelerator opening degree sensor is attached to an accelerator pedal, detects an operation amount of the accelerator pedal by a driver, and outputs the detected operation amount as an accelerator opening degree to the control unit 36 provided in the PCU 30. The vehicle speed sensor includes, for example, a wheel speed sensor and a speed computer attached to each wheel of the vehicle 10, and derives the speed (vehicle speed) of the vehicle 10 by combining the wheel speeds detected by the wheel speed sensors, and outputs the speed to the control unit 36 and the HMI 60. The brake depression amount sensor is attached to the brake pedal, detects the amount of operation of the brake pedal by the driver, and outputs the detected amount of operation to the control unit 36 as the amount of brake depression.

The PCU30 includes, for example, the converter 32, the vcu (voltage Control unit)34, and the Control unit 36. In fig. 1, the configuration in which these components are collected as one PCU30 is merely an example, and these components in vehicle 10 may be arranged in a distributed manner.

The converter 32 is, for example, an AC-DC converter. The dc-side terminal of the converter 32 is connected to the dc link DL. A running battery 40 is connected to the dc link DL via a VCU 34. The converter 32 converts ac generated by the motor 12 into dc and outputs the dc to the dc link DL.

The VCU34 is, for example, a DC-DC converter. The VCU34 boosts the electric power supplied from the running battery 40 and outputs the boosted electric power to the dc link DL.

The control unit 36 includes, for example, a motor control unit, a brake control unit, a battery/VCU control unit, and an impact determination control unit. The motor Control unit, the brake Control unit, the battery/VCU Control unit, and the impact determination Control unit may be replaced with separate Control devices, for example, Control devices such as a motor ECU (electronic Control unit), a brake ECU, a battery ECU, and an impact determination Control ECU.

The control unit 36, the motor control unit, the brake control unit, the battery/VCU control unit, and the impact determination control unit provided in the control unit 36 are each realized by executing a program (software) by a hardware processor such as a cpu (central Processing unit). Some or all of these components may be realized by hardware (including circuit units) such as lsi (large Scale integration), asic (application Specific Integrated circuit), FPGA (Field-Programmable Gate Array), and gpu (graphics Processing unit), or may be realized by cooperation of software and hardware. Some or all of the functions of these components may be realized by a dedicated LSI. The program may be stored in advance in a storage device (a storage device including a non-transitory storage medium) such as an HDD (hard Disk drive) or a flash memory provided in the vehicle 10, or may be stored in a removable storage medium (a non-transitory storage medium) such as a DVD or a CD-ROM, and the storage medium may be attached to the HDD or the flash memory provided in the vehicle 10 by being attached to a drive device provided in the vehicle 10.

The motor control unit of the control unit 36 controls driving of the motor 12 based on an output from an accelerator opening sensor provided in the vehicle sensor 20. The brake control unit of the control unit 36 controls the brake device 16 based on an output from a brake depression amount sensor provided in the vehicle sensor 20. The battery/VCU control unit Of the control unit 36 calculates, for example, SOC (State Of Charge: hereinafter also referred to as "battery charging rate") Of the running battery 40 based on an output from a battery sensor 42 connected to the running battery 40, and outputs the SOC to the VCU34 and the HMI 60. The control unit 36 may output information of the vehicle speed output from the vehicle sensor 20 to the HMI 60. The VCU34 increases the voltage of the dc link DL in accordance with an instruction from the battery/VCU control unit.

The impact determination control unit of the control unit 36 acquires information of the impact applied to the vehicle 10 (hereinafter referred to as "impact information") output from the impact detection sensor 80. The impact determination control unit of the control unit 36 acquires information of the running battery 40. The information of the running battery 40 is information for specifying the running battery 40 mounted on the vehicle 10, such as identification information (battery ID) of the running battery 40. The impact determination control unit of the control unit 36 outputs impact data in which the acquired battery ID of the running battery 40 is associated with the impact information to the communication device 50, and transmits the impact data to a server device (hereinafter referred to as a "battery management server device") that constitutes a battery secondary usage determination system, which will be described later.

The impact determination control unit of the control unit 36 may sequentially transmit the impact information output from the impact detection sensor 80 to the battery management server device, or may transmit the impact information to the battery management server device at predetermined time intervals. When the impact information is transmitted at predetermined time intervals, the impact determination control unit of the control unit 36 collects the impact information output from the impact detection sensor 80 during the predetermined time, and transmits the collected impact information to the battery management server device in a concentrated manner. The impact determination control unit of the control unit 36 may be configured to transmit impact information indicating a predetermined magnitude to the battery management server device when the impact applied to the vehicle 10 indicated by the impact information output from the impact detection sensor 80 is of the predetermined magnitude.

The control unit 36 (more specifically, the impact determination control unit of the control unit 36) is an example of the "acquisition unit" in the claims.

The travel battery 40 is a battery pack including a power storage unit (not shown) that stores electric power used to travel the vehicle 10. The running battery 40 may be configured to be easily attachable to and detachable from the vehicle 10, such as a box-shaped battery pack, or may be configured to be fixed to the vehicle 10 so that the attachment and detachment thereof are not easy. The power storage unit (not shown) provided in the running battery 40 is a rechargeable battery such as a lithium ion battery that can be repeatedly charged and discharged. Examples of the secondary battery provided in the battery 40 for running include a lead storage battery, a nickel metal hydride battery, a sodium ion battery, and the like, a capacitor such as an electric double layer capacitor, a composite battery in which a secondary battery and a capacitor are combined, and the like. In the present invention, the structure of the secondary battery provided in the battery 40 for running is not particularly specified. The secondary battery provided in the running battery 40 stores electric power introduced from a charger 90 outside the vehicle 10, and discharges the stored electric power to run the vehicle 10. The secondary battery provided in the running battery 40 can also store electric power generated by the motor 12 that operates as a regenerative brake during deceleration of the vehicle 10, and can discharge the stored electric power for subsequent running (e.g., acceleration) of the vehicle 10.

The battery sensor 42 detects physical quantities such as voltage, current, and temperature of the running battery 40. The battery sensor 42 includes, for example, a voltage sensor, a current sensor, and a temperature sensor. The battery sensor 42 detects a voltage of a secondary battery (hereinafter, simply referred to as "battery for running 40") provided in the battery for running 40 by a voltage sensor, detects a current of the battery for running 40 by a current sensor, and detects a temperature of the battery for running 40 by a temperature sensor. The battery sensor 42 outputs information such as the detected voltage value, current value, and temperature of the running battery 40 to the control unit 36 and the communication device 50.

The communication device 50 includes a wireless module for connecting to a cellular network, a Wi-Fi network. The communication device 50 may include a wireless module for using Bluetooth (registered trademark) or the like. The communication device 50 transmits and receives impact data output by the control unit 36 to and from a battery management server device (not shown) or the like, which will be described later, on a network (not shown) that manages the state of the running battery 40 mounted on the vehicle 10, for example, by communication in a wireless module. The communication device 50 may transmit and receive various information of the vehicle 10 to and from a server device or the like on a network (not shown) that manages the traveling state of the vehicle 10, for example, by communication in the wireless module.

The communication device 50 is an example of the "transmission unit" in the present embodiment.

The HMI60 presents various information to a user of the vehicle 10 such as a driver, and accepts an input operation by the user. The HMI60 is, for example, a so-called touch panel in which a Display device such as an LCD (Liquid Crystal Display) is combined with an input device that detects an input operation. The HMI60 may include various display units other than a display device, a speaker, a buzzer, switches other than an input device, keys, and the like. The HMI60 may share a display device and an input device with a display device and an input device of a car navigation device or the like, for example.

The charging port 70 is a mechanism for charging the running battery 40 (secondary battery). Charging port 70 is provided toward the outside of the vehicle body of vehicle 10. Charging port 70 is connected to charger 90 via charging cable 92. The charging cable 92 is provided with a first plug 94 and a second plug 96. The first plug 94 is connected to the charger 90, and the second plug 96 is connected to the charging port 70. The electric power supplied from charger 90 is input (supplied) to charging port 70 via charging cable 92.

The charging cable 92 includes a signal cable attached to the power cable. The signal cable mediates communication between the vehicle 10 and the charger 90. Therefore, a power connector for connecting a power cable and a signal connector for connecting a signal cable are provided on the first plug 94 and the second plug 96, respectively.

Connection circuit 72 is provided between charging port 70 and running battery 40. The connection circuit 72 transmits a current, for example, a direct current, introduced from the charger 90 through the charging port 70 as a current to be supplied to the running battery 40. The connection circuit 72 outputs, for example, a dc current to the running battery 40 and supplies electric power to be stored (charged) in the running battery 40 (secondary battery).

The impact detection sensor 80 detects an impact applied to the body of the vehicle 10. More specifically, the impact detection sensor 80 detects an impact applied to the vehicle body of the vehicle 10 from each of the front-rear, left-right, and up-down directions with reference to the traveling direction of the vehicle 10. The impact detection sensor 80 is, for example, an acceleration sensor attached to an airbag device (including a side airbag device and a curtain side airbag device) provided in the vehicle 10. The impact detection sensor 80 is not limited to the acceleration sensor described above, and may be any sensor provided in the vehicle 10 as long as it detects an impact applied to the vehicle body of the vehicle 10. For example, the impact detection sensor 80 may be an acceleration sensor that is disposed around or in each door provided in the vehicle 10 and detects acceleration when the door is opened or closed. For example, the acceleration sensor may be attached to a safety device provided in the vehicle 10 and used in a normal state to detect safety of traveling of the vehicle 10. The shock detection sensor 80 is not limited to the existing acceleration sensor disposed in the vehicle 10 as described above, and may be a dedicated acceleration sensor disposed in the vehicle 10 to realize the function of the shock detection sensor 80. The impact detection sensor 80 outputs impact information indicating the magnitude of an impact (value indicating the magnitude of acceleration) applied to the vehicle body of the vehicle 10 and the direction in which the impact is applied (direction of acceleration) to the control unit 36.

The impact detection sensor 80 is an example of the "detection unit" in the present embodiment. In the vehicle 10, a configuration in which the impact detection sensor 80, the control unit 36 (more specifically, an impact determination control unit of the control unit 36, hereinafter simply referred to as "control unit 36"), and the communication device 50 are combined is an example of the "in-vehicle device" in the claims.

[ Structure of Secondary Battery utilization judging System ]

Fig. 2 is a diagram showing an example of the configuration and usage environment of the secondary usage determination system for a storage battery according to the embodiment. The battery secondary usage determination system 1 includes, for example: an in-vehicle device 100 provided in a vehicle 10 having a running battery 40 mounted thereon; and a battery management server device 200.

The in-vehicle device 100 (more specifically, the communication device 50 included in the in-vehicle device 100) and the battery management server device 200 communicate with each other via the network NW. The network NW is a communication network including wireless communication such as the internet, wan (wide Area network), lan (local Area network), provider equipment, and radio base station.

The battery secondary use determination system 1 is a system for determining whether or not the running battery 40 included in the vehicle 10 can be secondarily used when the owner of the vehicle 10 finishes using the vehicle 10, for example, when the owner of the vehicle 10 ends using the vehicle 10, such as scrapping the vehicle 10. In order to avoid secondary use of the running battery 40, which may significantly deteriorate in reliability, at the destination of secondary use, the battery secondary use determination system 1 determines whether or not secondary use is possible based on an impact applied to the running battery 40 when mounted in the vehicle 10. The battery secondary use determination system 1 avoids secondary use of the battery 40 for running mounted on the vehicle 10 in which an accident has occurred, for example. In the battery secondary usage determination system 1, the in-vehicle device 100 provided in the vehicle 10 transmits impact data indicating an impact applied to the vehicle 10 to the battery management server device 200 via the network NW. Then, in the battery secondary use determination system 1, the battery management server device 200 determines whether or not the running battery 40 provided in the vehicle 10 is available for secondary use, based on the impact data transmitted from the in-vehicle device 100.

The battery management server device 200 manages the impact applied to the running battery 40 mounted on the vehicle 10. The battery management server device 200 includes, for example, a communication unit 202, an impact estimation unit 204, an impact determination unit 206, and an impact data storage unit 220.

The communication unit 202, the impact estimation unit 204, and the impact determination unit 206 are each realized by executing a program (software) by a hardware processor such as a CPU, for example. Some or all of the above-described components may be realized by hardware (including circuit units) such as an LSI, an ASIC, an FPGA, and a GPU, or may be realized by cooperation of software and hardware. Some or all of the functions of the above-described components may be realized by a dedicated LSI. The program may be stored in advance in a storage device (a storage device including a non-transitory storage medium) such as an HDD or a flash memory provided in the battery management server device 200, or may be stored in a removable storage medium (a non-transitory storage medium) such as a DVD or a CD-ROM, and the storage medium may be attached to the HDD or the flash memory provided in the battery management server device 200 by being attached to a drive device provided in the battery management server device 200.

The communication unit 202 communicates with the communication device 50 provided in the in-vehicle device 100 of the vehicle 10 via the network NW to exchange information. The communication unit 202 receives the impact data transmitted from the in-vehicle device 100. The communication unit 202 causes the impact data storage unit 220 to store the received impact data. In other words, the communication unit 202 causes the impact data storage unit 220 to collect the received impact data.

The communication unit 202 is an example of a "receiving unit" in the present embodiment.

The impact estimation unit 204 estimates an impact applied to the running battery 40 before the vehicle 10 is used, for example, when it is determined whether the running battery 40 mounted on the vehicle 10 is available for secondary use after the use of the vehicle 10 is finished. At this time, the impact estimation unit 204 reads impact data (hereinafter referred to as "collected data") corresponding to the travel battery 40 to be determined, which is stored (collected) in the impact data storage unit 220, based on the battery ID of the travel battery 40 to be determined as to whether or not secondary use is possible, and estimates an impact applied to the travel battery 40 based on the read collected data. That is, the impact estimation unit 204 estimates the impact applied to the running battery 40 based on the history of the impact applied to the running battery 40. Here, the collected data (impact data) of the travel battery 40 to be determined stored in the impact data storage unit 220 is impact information indicating the magnitude and direction of the impact applied to the vehicle body of the vehicle 10 having the travel battery 40 mounted thereon, which is detected by the impact detection sensor 80 provided in the vehicle 10. In other words, the collected data (impact data) is not data indicating the magnitude of the impact directly applied to the running battery 40 or the direction in which the impact is directly applied to the running battery 40. Therefore, the impact estimation unit 204 estimates the magnitude and direction of the impact directly applied to the running battery 40.

More specifically, the impact estimation unit 204 estimates the magnitude and direction of the impact directly applied to the battery 40 for running based on the information about the vehicle 10, the value indicating the magnitude of the impact (the magnitude of acceleration) applied to the vehicle body read from the impact data storage unit 220, and the direction in which the impact is applied. The information related to the vehicle 10 includes, for example, information on the strength of the vehicle body against impacts applied to the vehicle 10 from various directions, that is, information on the rigidity of the vehicle body (rigidity information), and information on the installation position (mounting position) of the running battery 40 in the vehicle 10. This is because the ratio of the impact from the outside on the vehicle body of the vehicle 10 that affects the running battery 40 varies depending on the shape of the vehicle 10 and the position where the running battery 40 is mounted. For example, in the vehicle 10 in which the running battery 40 is provided in the collision-resistant zone and the vehicle 10 in which the running battery 40 is provided at a position other than the collision-resistant zone (safe zone), it is considered that the vehicle 10 in which the running battery 40 is provided at the position of the safe zone is less likely to have an impact applied to the vehicle body and also to have the running battery 40 applied thereto. In other words, it is considered that the running battery 40 provided at the position of the safe zone of the vehicle 10 is less likely to be damaged by the impact applied to the vehicle body of the vehicle 10. Damage to the running battery 40 includes not only the appearance of the running battery 40 but also all of the phenomena that, for example, disconnection of wiring in the running battery 40 and short-circuiting of terminals due to vibration caused by impact applied to the running battery 40 become obstacles when secondary use of the running battery 40 is performed, and the cause of reliability reduction. The information related to the vehicle 10 is stored in the impact data storage unit 220 at a predetermined timing, for example, before the vehicle 10 is shipped, for each vehicle type (may include year and model) of the vehicle 10.

The impact estimation unit 204 estimates the magnitude of the impact directly applied to the travel battery 40 as the determination target in each direction (for example, each direction of the front-rear direction, the left-right direction, and the up-down direction) based on the information of each direction relating to the vehicle 10 read from the impact data storage unit 220, the magnitude of the impact indicated by the collected data (impact data), and the information indicating the direction in which the impact is applied. The shock estimation unit 204 outputs information of the estimation result (estimation result) to the shock determination unit 206.

The impact estimation unit 204 is an example of the "estimation unit" in the technical solution.

The impact determination unit 206 determines whether or not the travel battery 40 to be determined is reusable, based on the estimation result output by the impact estimation unit 204. At this time, the impact determination unit 206 compares the estimation result of the impact in each direction output by the impact estimation unit 204 with a preset threshold value of the impact. The threshold value of the shock is, for example, the minimum value of the shock that is determined to damage the running battery 40 due to the shock when the shock is applied to the running battery 40. In other words, the threshold value of the shock is a limit value (may be referred to as a permissible value of the shock) at which it can be determined that the running battery 40 is not damaged by the shock. The threshold value of the impact is set in advance for each type of vehicle (including year and model) of the vehicle 10, and stored in the impact data storage unit 220.

The impact determination unit 206 is an example of the "determination unit" in the present embodiment.

Here, an example of the impact threshold value stored in advance in the impact data storage unit 220 will be described. Fig. 3 is a diagram illustrating an example of the threshold value of the impact on the vehicle 10 in the secondary battery use determination system 1 according to the embodiment. In the example shown in fig. 3, for example, the installation location and the threshold values (front, rear, left, right, lower, and upper) are associated with the respective types of vehicles of the vehicle 10. The installation position (location) is information indicating a position where the running battery 40 is installed in the vehicle 10. The threshold value is a value indicating the magnitude of an impact determined to damage the running battery 40 when the running battery 40 is impacted from each of the front, rear, left, right, lower, and upper directions with respect to the traveling direction of the vehicle 10. The respective values of the threshold values in the example shown in fig. 3 represent ratios to the case where the weight of the running battery 40 is set to "1.0", for example. That is, it means that it can be determined that the running battery 40 is not damaged if an impact corresponding to a weight multiple of the running battery 40 is applied. The respective values of the threshold values may be represented by absolute values of the magnitude of the impact applied to the running battery 40.

In the example shown in fig. 3, for example, the vehicle 10 of the vehicle type a has the battery 40 for running provided under the floor. Therefore, the travel battery 40 mounted on the vehicle 10 of the vehicle type a has a certain degree of resistance to the impact applied from the front, the rear, and the upper side, but has the lowest resistance to the impact from the lower side, and has not so high resistance to the impact from the left side and the right side. For example, in the vehicle 10 of the vehicle type B, the running battery 40 is provided in the hood. Therefore, the travel battery 40 mounted on the vehicle 10 of the vehicle type B has a certain degree of resistance to the impact applied from the rear and the upper side, but has low resistance to the impact from the front, the left side, the right side, and the lower side. As described above, the threshold value of the impact is set for each direction, and the magnitude of the impact, which is derived from the relationship with the installation position of the running battery 40 in the vehicle 10 and determines that the running battery 40 is broken when the impact is applied, is large.

In the example of the impact threshold shown in fig. 3, a case is shown in which the magnitude of the impact determined as damage to the running battery 40 is set as the threshold. In other words, a case is shown in which one threshold value for determining whether or not the running battery 40 is damaged is set. However, it is also considered that even if the impact applied to the running battery 40 is not so large as to damage the running battery 40, the reliability of the secondary use place is lowered. Therefore, the travel battery 40 that is secondarily used can be analyzed to finally determine whether or not secondary use is possible. In consideration of this, the threshold value of the shock may be a threshold value for determining whether or not the running battery 40 is reusable, in a plurality of levels. For example, the threshold value of the impact may be set to a threshold value lower by a predetermined ratio than the threshold value of the impact shown in fig. 3, and when the impact applied to the running battery 40 is between the threshold value of the impact shown in fig. 3 and the threshold value lower by the predetermined ratio, it is determined that the analysis of the running battery 40 is necessary. The secondary use of the running battery 40 is not limited to the use in other vehicles. For example, it is also conceivable that the travel battery 40 mounted on the vehicle 10 is used in a power storage device that stores generated electric power in a power generation system or the like that utilizes natural energy. In this case, the secondary battery 40 for running is not installed in an environment where vibration accompanying running of the vehicle 10 is applied as in the case of being mounted on the vehicle 10, but installed in a stable place (stationary use). In consideration of this, the threshold value of the impact may be a threshold value for determining whether or not the running battery 40 is reusable, in a plurality of levels. For example, the threshold value of the impact may be set to two levels, that is, a threshold value for determining whether or not the vehicle is reusable in a stable place (stationary) and a threshold value for determining whether or not the vehicle 10 is reusable.

Returning to fig. 2, the impact data storage unit 220 stores (collects) the impact data received by the communication unit 202 for each of the running batteries 40 based on the battery ID. The impact data storage unit 220 stores information on the vehicle 10 including rigidity information of the vehicle body and information on the installation position of the running battery 40, and a threshold value for determining whether or not the running battery 40 is subjected to an impact for secondary use. The impact data storage unit 220 is a storage device (a storage device including a non-transitory storage medium) such as an HDD or a flash memory. The impact data storage unit 220 may be configured using a storage area that is a part of a storage device storing a program for realizing the functions of the components of the communication unit 202, the impact estimation unit 204, and the impact determination unit 206 by cooperation of software and hardware, or the impact data storage unit 220 may be realized by a different storage device.

[ Process for judging availability of Secondary utilization in storage Battery Secondary utilization judging System ]

Next, an example of the flow of processing for determining whether or not the running battery 40 is reusable in the battery secondary usage determination system 1 will be described. Fig. 4 is a sequence diagram showing an example of a flow of processing executed when determining whether or not the secondary use of the storage battery (the travel storage battery 40) is possible in the storage battery secondary use determination system 1 according to the embodiment. Fig. 4 shows an example of processing between the in-vehicle device 100 and the battery management server device 200 that is coordinated when determining whether or not the travel battery 40 is secondarily usable in the battery secondary use determination system 1. In the following description, while the travel battery 40 is used in the vehicle 10, the impact data is sequentially transmitted from the vehicle-mounted device 100, and the battery management server device 200 sequentially collects the impact data transmitted from the vehicle-mounted device 100 to the impact data storage unit 220. When the vehicle 10 is scrapped, the battery management server device 200 determines whether or not the running battery 40 is reusable based on the collected data. At this time, the battery management server device 200 determines whether or not the running battery 40 is reusable in two levels.

In the in-vehicle device 100 and the battery management server device 200, the respective components as shown in fig. 2 perform corresponding operations, but in the following description, for convenience of description, the impact data is transmitted directly from the in-vehicle device 100 to the battery management server device 200.

In an example of the processing in the battery secondary usage determination system 1 shown in fig. 4, first, the in-vehicle device 100 detects an impact applied to the vehicle body in a state where the battery 40 for running is used in the vehicle 10 (step S100).

Next, the in-vehicle device 100 acquires the battery ID of the running battery 40 mounted on the vehicle 10 (step S102). The process of step S102 may be performed only once while the same battery 40 for running is mounted on the vehicle 10. That is, when the running battery 40 mounted on the vehicle 10 is not replaced, it is not necessary to acquire the battery ID of the running battery 40 again in step S102.

Then, the in-vehicle device 100 transmits impact data in which impact information indicating the detected impact is associated with the acquired battery ID to the battery management server device 200 via the network NW (step S104). Thereby, the battery management server device 200 collects the impact data transmitted from the in-vehicle device 100 via the network NW (step S200).

Then, the battery management server device 200 confirms whether or not the vehicle 10 is scrapped (step S202). Here, whether or not to discard the vehicle 10 is requested by a person who uses the running battery 40 mounted on the vehicle 10 for a second time, for example, by a seller or a purchaser of the vehicle 10, to the battery management server device 200. If it is confirmed in step S202 that the vehicle 10 is not scrapped, the battery management server device 200 returns the process to step S200 and continues to collect the impact data transmitted from the in-vehicle device 100.

On the other hand, when it is confirmed in step S202 that the vehicle 10 is scrapped, the battery management server device 200 estimates an impact applied to the running battery 40 mounted on the vehicle 10 based on the collected impact data (collected data) (step S204).

Then, the battery management server device 200 checks whether or not the estimated impact applied to the running battery 40 is equal to or greater than the first threshold value (step S206). The first threshold value is, for example, a threshold value lower than the threshold value indicating the magnitude of the impact determined as damage to the running battery 40 shown in fig. 3, and is a value indicating the magnitude of the impact determined to be necessary to be analyzed when the running battery 40 is secondarily used. The first threshold value is, for example, a threshold value lower than the threshold value of the shock shown in fig. 3 by a predetermined ratio.

If it is confirmed in step S206 that the estimated impact applied to the running battery 40 is equal to or greater than the first threshold value, the battery management server device 200 confirms whether or not the estimated impact applied to the running battery 40 is equal to or greater than the second threshold value (step S208). The second threshold value is, for example, a threshold value indicating the magnitude of the impact determined to damage the running battery 40 as shown in fig. 3.

If it is confirmed in step S208 that the estimated impact applied to the running battery 40 is equal to or greater than the second threshold value, the battery management server device 200 determines that the running battery 40 cannot be reused (step S210). In this case, the battery management server device 200 may transmit the determination result that the travel battery 40 is determined to be unusable for the second time to the vehicle-mounted device 100 via the network NW (step S212). Then, the in-vehicle device 100 stores the determination result transmitted from the battery management server device 200 via the network NW, for example, in a storage unit provided in the running battery 40 (step S214). The storage unit provided in the running battery 40 is, for example, a part of a storage area in which the battery ID is stored in the running battery 40. Thus, for example, even after the salesperson or purchaser of the vehicle 10 removes the running battery 40 from the vehicle 10, the salesperson or purchaser can recognize the running battery 40 determined by the battery management server device 200 to be unusable for a second time.

On the other hand, if it is confirmed in step S208 that the estimated impact applied to the running battery 40 is not equal to or greater than the second threshold value, the battery management server device 200 determines that analysis is necessary when secondary use is performed on the running battery 40. That is, the battery management server device 200 determines that it is necessary to finally determine whether or not secondary use is possible based on the result of analysis of the running battery 40 (step S220). In this case, for example, after the salesperson or purchaser of the vehicle 10 removes the running battery 40 from the vehicle 10, the wiring and the like inside the running battery 40 are checked to finally determine whether the running battery 40 is reusable.

On the other hand, if it is confirmed in step S206 that the estimated impact applied to the running battery 40 is not equal to or greater than the first threshold value, the battery management server device 200 determines that the running battery 40 can be used secondarily (step S230).

By the flow of such processing, in the battery secondary usage determination system 1, the battery management server device 200 collects the impact data transmitted from the in-vehicle device 100, and when the travel battery 40 mounted on the vehicle 10 is detached and used for secondary usage, it is possible to determine with higher accuracy whether or not the detached travel battery 40 is available for secondary usage based on the collected data. As a result, the traveling battery 40, which is determined by the battery secondary use determination system 1 to be unusable and whose reliability at the destination of secondary use may be significantly deteriorated, is not easily reused in another vehicle or another system. That is, for example, it is possible to avoid secondary use of the running battery 40 mounted on the vehicle 10 in which an accident has occurred. Thus, when the battery 40 for running is secondarily used, the battery 40 for running can be more effectively used without impairing the reliability of the secondary use.

In the procedure of determining the availability of secondary use of the running battery 40 shown in fig. 4, the case where the battery management server device 200 sequentially collects impact data transmitted from the in-vehicle device 100 and determines the availability of secondary use of the running battery 40 when it is confirmed that the vehicle 10 is scrapped is described. Therefore, the in-vehicle device 100 sequentially transmits the impact data to the battery management server device 200. In other words, the control unit 36 (more specifically, the impact determination control unit of the control unit 36) included in the in-vehicle device 100 causes the communication device 50 to sequentially transmit the impact information output from the impact detection sensor 80 to the battery management server device 200 as impact data. However, for example, after predetermined processing is performed on the impact information output from the impact detection sensor 80, the in-vehicle device 100 may transmit the processed impact data to the battery management server device 200.

Here, several examples of processes for determining whether or not secondary use of the running battery 40 is possible when the in-vehicle device 100 transmits impact data obtained by performing predetermined processing on impact information detected by the impact detection sensor 80 to the battery management server device 200 will be described.

[ first modification of the process for determining the availability of secondary use in a secondary use determination system for a storage battery ]

Fig. 5 is a diagram for explaining the processing of the first modification in the secondary usage determination system 1 of the embodiment. Fig. 5 shows an example of a temporal change in the value of the magnitude of the impact (the value of the magnitude of the acceleration) detected by the impact detection sensor 80 provided in the in-vehicle device 100, with the horizontal axis representing the time T and the vertical axis representing the value of the impact G applied to the vehicle body of the vehicle 10. Fig. 5 shows an example of a temporal change in the value of the magnitude of the impact in one of the directions detected by the impact detection sensor 80. Here, the impact G is an absolute value of the magnitude of the impact with respect to "1G" that is the reference of the weight of the vehicle 10.

Since the vehicle 10 vibrates along with traveling, the impact detection sensor 80 detects not only an impact (acceleration). Therefore, in the first modification of the battery secondary usage determination system 1, for example, the control unit 36 provided in the in-vehicle device 100 calculates in advance the average value Av of the impacts G detected by the impact detection sensor 80, which are considered to be associated with the traveling of the vehicle 10, in each direction. When the impact G in either direction changes greatly at once (for example, when the impact G is 2G or more), the control unit 36 determines that a large impact G at once is applied to the vehicle 10. The instantaneous large shock G is, for example, a shock applied when the vehicle 10 is suddenly braked or when the vehicle 10 has an accident. In fig. 5, the timings at time t1 and time t2 are timings at which a momentary large impact G is applied to the vehicle 10. In this case, the control unit 36 outputs, to the communication device 50, impact data in which impact information indicating the magnitude of the instantaneous impact G applied to the vehicle 10 is associated with the battery ID, and transmits the impact data to the battery management server device 200.

Thus, when the impact data is transmitted from the in-vehicle device 100, the battery management server device 200 determines whether or not the travel battery 40 is available for secondary use based on the impact data. That is, battery management server apparatus 200 determines whether traveling battery 40 is reusable, not at the timing when vehicle 10 is determined to be scrapped, but at the timing when a large shock G is instantaneously applied to vehicle 10. This determines not only the secondary use of the running battery 40 but also whether the vehicle 10 can run after the impact G is instantaneously applied to the vehicle 10.

The determination method of the storage battery management server device 200 in this case can be considered in the same manner as the procedure of determining whether or not the traveling storage battery 40 is reusable shown in fig. 4. More specifically, in the processing of step S204, the impact estimation unit 204 estimates the impact applied to the running battery 40 mounted on the vehicle 10 based on impact data indicating the magnitude and direction of the instantaneously applied impact G, instead of the collected data. Then, the impact determination unit 206 compares the estimation result of the impact with the threshold value of the impact to determine whether or not the traveling battery 40 is reusable in the processing of step S206 to step S230. Therefore, in this case, a detailed description of the procedure for determining whether or not the running battery 40 is reusable is omitted.

[ second modification of the process for determining the availability of secondary use in the storage battery secondary use determination system ]

Fig. 6 is a diagram for explaining the processing of a second modification in the secondary usage determination system 1 of the embodiment. Fig. 6 also shows an example of a temporal change in the value of the magnitude of the impact (the value of the magnitude of the acceleration) detected by the impact detection sensor 80 provided in the in-vehicle device 100, with the horizontal axis representing the time T and the vertical axis representing the value of the impact G applied to the vehicle body of the vehicle 10, as in fig. 5. Fig. 6 also shows an example of a temporal change in the value of the magnitude of the impact in one of the directions detected by the impact detection sensor 80, as in fig. 5. Therefore, in fig. 6, as in fig. 5, the impact G is an absolute value of the magnitude of the impact with respect to "1G" with the weight of the vehicle 10 as a reference.

In the second modification of the battery secondary usage determination system 1, the control unit 36 provided in the in-vehicle device 100 integrates the impact G detected by the impact detection sensor 80 for a predetermined period of time (for example, 10 seconds) in each direction. The control unit 36 changes the impact G output from the forefront every time a new impact G is output from the impact detection sensor 80, and moves the accumulated predetermined period. When the integrated value in either direction (hereinafter referred to as "integrated value GA") is equal to or greater than a predetermined value (for example, equal to or greater than 10G), the control unit 36 determines that a large impact G has been applied to the vehicle 10. That is, when the large impact G is continuously applied although the large impact G is not instantaneously applied, the control unit 36 determines that the large impact G is applied to the vehicle 10. In fig. 6, the integrated value GA is equal to or greater than a predetermined value during the period P from time t3 to time t 4. In this case, the control unit 36 outputs, to the communication device 50, impact data in which impact information indicating the magnitude of the integrated value GA (or each impact G included in the integrated value GA) is associated with the battery ID, and transmits the impact data to the battery management server device 200.

Thus, as in the first modification, when the impact data is transmitted from the in-vehicle device 100, the battery management server device 200 determines whether or not the travel battery 40 is reusable based on the impact data. That is, in the second modification, battery management server apparatus 200 determines whether traveling battery 40 is reusable, not at the timing when vehicle 10 is determined to be scrapped, but at the timing when large impact G is continuously applied to vehicle 10. This also determines not only the secondary use of the running battery 40 but also whether the vehicle 10 can run after a large impact G is continuously applied to the vehicle 10, as in the first modification.

The determination method of the battery management server device 200 in this case can be easily considered based on the procedure of determining whether or not the traveling battery 40 is reusable as shown in fig. 4, as in the first modification. More specifically, in the processing of step S204, the impact estimation unit 204 estimates an impact applied to the running battery 40 mounted on the vehicle 10 based on impact data in which the integrated value GA (or each impact G included in the integrated value GA) transmitted from the vehicle-mounted device 100 is associated with the battery ID, instead of the collected data. Then, the impact determination unit 206 determines whether or not the travel battery 40 is reusable by comparing the estimation result of the impact with the threshold value of the impact in the processing of step S206 to step S230. However, the impact to be applied to the running battery 40 estimated by the impact estimation unit 204 is an impact obtained based on the impact data transmitted from the in-vehicle device 100. Therefore, the threshold value of the impact to be compared with the estimation result of the impact by the impact determination unit 206 may be a value set in advance for the integration of the impact G. However, in this case as well, the procedure for determining whether or not the running battery 40 is reusable can be easily considered in the same manner as in the first modification, and therefore, a detailed description thereof is omitted.

By the processing of the modification, in the battery secondary use determination system 1, it is possible to determine with higher accuracy whether or not the travel battery 40 is available for secondary use. In each of the above modifications, it is possible to determine whether or not traveling battery 40 is reusable, not only when it is confirmed that vehicle 10 is scrapped, but also when a large impact G is applied to vehicle 10.

In the first modification and the second modification of the battery secondary usage determination system 1 described above, the control unit 36 provided in the in-vehicle device 100 performs the processing in the modifications. However, the processing in each modification may be performed by the battery management server device 200. In this case, the in-vehicle device 100 sequentially transmits the impact data to the battery management server device 200. Then, in the battery management server device 200, for example, the impact estimation unit 204 performs the same processing as the first modification and the second modification in the vehicle-mounted device 100 before the processing of estimating the impact applied to the travel battery 40. The processing of the impact estimation unit 204 in this case can be easily understood based on the above description. Therefore, detailed description of the same processing as in the first and second modified examples by the impact estimating unit 204 will be omitted.

As described above, according to the secondary battery usage determination system 1 of the embodiment, the impact applied to the vehicle 10 is detected by the in-vehicle device 100. Further, according to the secondary battery use determination system 1 of the embodiment, the battery management server device 200 collects the impact data transmitted from the in-vehicle device 100, and determines with higher accuracy whether or not the running battery 40 detached from the vehicle 10 is available for secondary use based on the collected data. Thus, in the battery secondary use determination system 1 of the embodiment, the traveling battery 40 determined to be unusable for secondary use in another vehicle or another system is eliminated. That is, for example, the case where the running battery 40, which may significantly deteriorate in reliability at the place where the running battery 40 is used again, such as the running battery 40 mounted on the vehicle 10 in which the accident has occurred, is easily eliminated. Thus, when the running battery 40 mounted on the vehicle 10 is reused, the battery can be effectively used without impairing the reliability of the place where the battery is reused. In other words, the commercial value of the running battery 40 that is no longer used in the vehicle 10 can be improved.

In the embodiment, a case where the running battery 40 provided in the battery secondary usage determination system 1 is a secondary battery such as a lithium ion battery, for example, is described. However, the running battery 40 provided in the battery secondary usage determination system 1 may be a battery having a different configuration. For example, the battery 40 for running may be a fuel cell. In this case, the Vehicle 10 to which the battery secondary usage determination system 1 is applied is an electrically-driven Vehicle that runs by an electric motor driven by electric power supplied from a Fuel Cell, that is, a so-called FCV (Fuel Cell Vehicle). In the battery secondary usage determination system 1, the impact applied to the vehicle 10 is detected by the in-vehicle device 100, and the battery management server device 200 determines whether or not the fuel cell is available for secondary usage. The configuration, operation, and processing of the battery secondary usage determination system 1 in this case may be equivalent to those of the battery secondary usage determination system 1 in which the travel battery 40 is a battery (secondary battery).

According to the secondary battery usage determination system 1 of the embodiment described above, in the secondary battery usage determination system 1 including the in-vehicle device 100 and the battery management server device 200, the in-vehicle device 100 includes the impact detection sensor 80 that detects the magnitude and the direction of the impact applied to the vehicle 10 and outputs information on the detected impact, the control unit 36 (more specifically, the impact determination control unit of the control unit 36) that acquires information on the battery 40 for travel mounted on the vehicle 10 when the impact detection sensor 80 detects the impact, and the communication device 50 that transmits impact data in which the information on the battery 40 for travel and the information on the impact are associated with each other to the battery management server device 200, and the battery management server device 200 includes the communication unit 202 that receives the impact data transmitted from the in-vehicle device 100, and the communication unit 202, The determination of the availability of secondary use of the running battery 40 mounted on the vehicle 10 can be performed with higher accuracy by the impact estimation unit 204 that estimates the magnitude of the impact applied to the running battery 40 and the direction in which the impact is applied based on the impact data, and the impact determination unit 206 that determines the availability of secondary use of the running battery 40 based on the estimated impact applied to the running battery 40. As a result, in the vehicle 10 to which the battery secondary use determination system 1 of the embodiment is applied, the commercial value of the travel battery 40 that is no longer used can be improved, and the travel battery 40 can be effectively used without impairing the reliability of the secondary use destination.

The above-described embodiments can be expressed as follows.

A secondary use determination system for a storage battery is configured,

the in-vehicle device is provided with:

a hardware processor; and

a storage device in which a program is stored,

reading out and executing a program stored in the storage device by the hardware processor to perform the following processing:

detecting the magnitude of an impact applied to a vehicle and the direction in which the impact is applied, and outputting information of the detected impact;

acquiring information of a battery mounted on the vehicle when the impact is detected; and

transmitting impact data in which the information on the storage battery and the information on the impact are associated with each other to a server device,

a server device is provided with:

a hardware processor; and

a storage device in which a program is stored,

receiving the impact data transmitted by the in-vehicle apparatus:

estimating, based on the impact data, a magnitude of an impact applied to the battery and a direction in which the impact is applied: and

determining whether the secondary use of the battery is possible based on the estimated impact applied to the battery.

In the embodiment described above, the following is explained: in the battery secondary use determination system 1, the in-vehicle device 100 detects an impact applied to the vehicle 10, and the battery management server device 200 determines whether or not the running battery 40 detached from the vehicle 10 is available for secondary use. However, for example, an accident such as airbag deployment may occur in the vehicle 10. In this case, the running battery 40 mounted on the vehicle 10 cannot be used secondarily without being determined by the battery secondary use determination system 1. In this case, the in-vehicle device 100 transmits the impact data including the information indicating the deployment of the airbag to the battery management server device 200, and the battery management server device 200 can determine that the travel battery 40 cannot be used secondarily without performing the processing described in the above-described embodiment. More specifically, the battery management server device 200 can determine that the travel battery 40 cannot be reused based on the information indicating the airbag deployment state included in the impact data without performing the estimation of the impact applied to the travel battery 40 by the impact estimation unit 204 and the comparison with the threshold value of the impact by the impact determination unit 206. The configuration, operation, processing, and the like of the secondary battery use determination system 1 in this case can be easily understood based on the above-described embodiments. Therefore, in the battery secondary use determination system 1, detailed description of the configuration, operation, processing, and the like for determining that the battery 40 for running cannot be secondarily used based on the information indicating the airbag deployment state included in the impact data is omitted.

While the embodiments for carrying out the present invention have been described above with reference to the embodiments, the present invention is not limited to the embodiments, and various modifications and substitutions can be made without departing from the spirit of the present invention.

Claims

1. A secondary usage determination system for a storage battery, comprising an in-vehicle device and a server device,

the vehicle-mounted device is provided with:

a detection unit that detects the magnitude and direction of an impact applied to a vehicle and outputs information on the detected impact;

an acquisition unit that acquires information on a battery mounted on the vehicle when the detection unit detects an impact; and

a transmission unit that transmits, to the server device, impact data in which information on the storage battery and information on the impact are associated with each other,

the server device includes:

a receiving unit that receives the impact data transmitted by the in-vehicle device;

an estimation unit that estimates, based on the impact data, a magnitude of an impact applied to the battery and a direction in which the impact is applied; and

and a determination unit that determines whether or not the secondary usage of the battery is possible based on the estimated impact applied to the battery.

2. The secondary usage determination system for a storage battery according to claim 1,

the estimating unit estimates the magnitude of the impact applied to the battery and the direction in which the impact is applied, based on collected data collected for each of the vehicles from the received impact data,

the determination unit determines whether or not the secondary usage of the battery is possible based on a threshold value of the shock set for the vehicle.

3. The secondary usage determination system for a storage battery according to claim 2,

the threshold value is set according to the type of the vehicle.

4. The secondary usage determination system for a storage battery according to claim 2 or 3, wherein,

the threshold value is set in each of the front-rear direction, the left-right direction, and the up-down direction with reference to the traveling direction of the vehicle, based on the mounting position of the battery on the vehicle.

5. The secondary usage determination system for a storage battery according to claim 1,

the estimation unit estimates the magnitude of the instantaneous impact applied to the battery and the direction in which the impact is applied, based on the impact data transmitted when the instantaneous impact is applied to the vehicle,

6. The secondary usage determination system for a storage battery according to claim 1,

the estimating unit estimates a magnitude of an integrated impact applied to the battery and a direction in which the impact is applied during a predetermined period, based on the impact data indicating the integrated impact applied to the vehicle during the predetermined period,

7. A secondary usage determination method for a storage battery in a secondary usage determination system for a storage battery including an in-vehicle device and a server device,

the computer of the in-vehicle device performs the following processing:

transmitting impact data in which the information on the storage battery and the information on the impact are associated with each other to the server device,

the computer of the server apparatus performs the following processing:

receiving the impact data transmitted by the in-vehicle apparatus;

estimating a magnitude of an impact applied to the battery and a direction in which the impact is applied, based on the impact data; and