JP7238354B2 - Electric vehicles and systems - Google Patents

Description

The present disclosure relates to an electric vehicle equipped with a secondary battery.

2. Description of the Related Art An electric vehicle such as an electric vehicle is equipped with a secondary battery as a drive power source (power source) for a motor. It is known that secondary batteries deteriorate over time and their full charge capacity decreases. When the secondary battery deteriorates and the full charge capacity decreases, the electric power stored in the secondary battery reduces the cruising distance of the vehicle (so-called EV cruising distance). Therefore, various techniques have been proposed for estimating the degree of deterioration of secondary batteries. For example, Japanese Patent Application Laid-Open No. 2018-029430 (Patent Document 1) discloses a technique for calculating the degree of deterioration of a secondary battery using measurement data of the secondary battery.

JP 2018-029430 A

By the way, the value of an electric vehicle in the used market may be determined in consideration of the value of the vehicle body and the value of the secondary battery. It is assumed that the value of a secondary battery in the used market is determined based on the degree of deterioration of the secondary battery. Since the value of a secondary battery is directly linked to the value of an electric vehicle, it is a matter of great interest to users.

It is desirable for users who own electric vehicles to be able to recognize the current value of secondary batteries. Therefore, it is conceivable to display an index indicating the value of the secondary battery on a display unit (for example, an instrument panel, a navigation device, etc.) provided in the vehicle. Specific display methods include displaying the price based on the current full charge capacity, and displaying the current price as a percentage of the price (selling price) of the secondary battery at the time of new car sales. This allows the user to recognize the current value of the secondary battery installed in his or her electric vehicle.

However, secondary batteries generally have a deterioration characteristic in which deterioration progresses rapidly in the initial period after manufacture (decrease in full charge capacity is large), and then the pace of deterioration progresses stabilizes. Therefore, when displaying an index indicating the value of the secondary battery on the electric vehicle as described above, for example, until the initial period elapses, the displayed index indicating the value of the secondary battery drops significantly. can proceed. Users are generally unaware of the deterioration characteristics of secondary batteries. You may feel uncomfortable with it.

The present disclosure has been made to solve the above problems, and its object is to provide an electric vehicle that displays an index indicating the value of a secondary battery with as little discomfort as possible to the user.

An electric vehicle according to this disclosure includes a secondary battery whose full charge capacity decreases over time, and a display device that displays an index indicating a value corresponding to the full charge capacity of the secondary battery. When the index is greater than the threshold, the display device displays a constant value that is lowered from the initial value of the index as the index.

According to the above configuration, when the index indicating the value of the secondary battery is greater than the threshold value, a constant value is displayed as the index indicating the value of the secondary battery. The fixed value displayed in this case indicates a value that is lower than the value (initial value) of the secondary battery when the new car is sold. In other words, in a region where the displayed index indicating the value of the secondary battery may decline significantly, a constant value is displayed without displaying the fluctuating index.

It can be said that it is common knowledge among users that when a new car is purchased, the market value of the car decreases along with the purchase. According to this common understanding, even if the index indicating the value of the secondary battery at the time of purchasing a new car is a constant value that is lower than the initial value, it is unlikely that the user will feel uncomfortable.

When the index indicating the value of the secondary battery is greater than the threshold value, that is, in a region where the displayed index indicating the value of the secondary battery may decline significantly, a constant value is displayed as the index indicating the value of the secondary battery. By doing so, it is possible to reduce the feeling of discomfort given to the user due to the display of the index indicating the value of the secondary battery.

According to the display device and vehicle of the present disclosure, it is possible to provide an electric vehicle that displays an index indicating the value of a secondary battery with as little discomfort as possible to the user.

1 is a block diagram showing a configuration example of an electric vehicle according to an embodiment; FIG. It is a figure which shows an example of the screen displayed on a display part. FIG. 4 is a diagram for explaining an example of a map showing the relationship between full charge capacity and battery price; FIG. 5 is a diagram showing an example of a deterioration curve showing changes in full charge capacity due to deterioration of the main battery over time; FIG. 4 is a diagram for explaining a battery price maintenance rate displayed on a display unit; FIG. 8 is a flowchart showing an example of battery price maintenance rate display processing executed by the controller according to the embodiment; FIG. 10 is a diagram showing another example of a screen displayed on the display unit; 4 is a flow chart showing an example of processing executed by a controller and a server of an electric vehicle; FIG. 11 is a block diagram showing a configuration example of an electric vehicle according to Modification 4; FIG. 11 is a block diagram showing a configuration example of an electric vehicle according to Modification 5;

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

FIG. 1 is a block diagram showing a configuration example of an electric vehicle 100 according to this embodiment. In the present embodiment, an example in which electric vehicle 100 is an electric vehicle will be described, but electric vehicle 100 is not limited to being an electric vehicle. and so on.

Referring to FIG. 1, electric vehicle 100 includes main battery 10, boost converter 22, inverter 23, motor generator 25, transmission gear 26, drive wheels 27, controller 30, and display unit 35. Prepare.

Main battery 10 is mounted on electric vehicle 100 as a driving power source (that is, a power source) for electric vehicle 100 . The main battery 10 is composed of an assembled battery (battery pack) 20 including a plurality of battery modules 11 . Each battery module 11 includes rechargeable secondary battery cells, typically lithium-ion secondary batteries.

A current sensor 15 , a temperature sensor 16 , a voltage sensor 17 and a battery monitoring unit 18 are further arranged in the battery pack 20 . The battery monitoring unit 18 is configured by, for example, an electronic control unit (ECU). Below, the battery monitoring unit 18 is also called "monitoring ECU 18."

Current sensor 15 detects an input/output current of main battery 10 (hereinafter also referred to as “battery current Ib”). Below, regarding the battery current Ib, the discharging current is represented as a positive value and the charging current is represented as a negative value.

Temperature sensor 16 detects the temperature of main battery 10 (hereinafter also referred to as “battery temperature Tb”). A plurality of temperature sensors 16 may be arranged. In this case, the weighted average value, maximum value, or minimum value of the temperatures detected by a plurality of temperature sensors 16 may be used as the battery temperature Tb, or the temperature detected by a specific temperature sensor 16 may be used as the battery temperature Tb. can. Voltage sensor 17 detects the output voltage of main battery 10 (hereinafter also referred to as “battery voltage Vb”).

Monitoring ECU 18 receives detection values of current sensor 15 , temperature sensor 16 and voltage sensor 17 . Monitoring ECU 18 outputs battery voltage Vb, battery current Ib, and battery temperature Tb to controller 30 . Alternatively, monitoring ECU 18 can store data on battery voltage Vb, battery current Ib, and battery temperature Tb in a built-in memory (not shown).

Furthermore, monitoring ECU 18 has a function of calculating the state of charge (SOC) of main battery 10 using at least part of battery voltage Vb, battery current Ib, and battery temperature Tb. The SOC is the percentage of the current storage amount with respect to the full charge capacity of the main battery 10 . The SOC calculation function can also be provided to the controller 30, which will be described later. Note that, hereinafter, the data related to the main battery 10 such as the battery voltage Vb, the battery current Ib, the battery temperature Tb, the SOC, etc. are also collectively referred to as "measurement data".

Main battery 10 is connected to boost converter 22 via system main relays 21a and 21b. Boost converter 22 boosts the output voltage of main battery 10 . Boost converter 22 is connected to inverter 23, and inverter 23 converts the DC power from boost converter 22 into AC power.

Motor generator (three-phase AC motor) 25 receives AC power from inverter 23 to generate kinetic energy for running electric vehicle 100 . Kinetic energy generated by motor generator 25 is transmitted to driving wheels 27 . On the other hand, when the electric vehicle 100 is decelerated or stopped, the motor generator 25 converts the kinetic energy of the electric vehicle 100 into electrical energy. AC power generated by motor generator 25 is converted into DC power by inverter 23 and supplied to main battery 10 through boost converter 22 . Thereby, the regenerated electric power can be stored in the main battery 10 . In this way, motor generator 25 is configured to generate driving force or braking force for the vehicle in accompaniment with transfer of electric power to and from main battery 10 (that is, charging and discharging of main battery 10). .

Note that the boost converter 22 can be omitted. Also, when a DC motor is used as the motor generator 25, the inverter 23 can be omitted.

Note that when the electric vehicle 100 is configured as a hybrid vehicle further equipped with an engine (not shown) as a power source, in addition to the output of the motor generator 25, the output of the engine is used as driving force for running. can be used. Alternatively, it is also possible to further mount a motor generator (not shown) that generates power using the engine output, and generate charging power for the main battery 10 using the engine output.

Controller 30 is configured by an electronic control unit (ECU), for example, and includes control section 31 and storage section 32 . The storage unit 32 stores programs and various data for operating the control unit 31 . Note that the storage unit 32 can be provided outside the controller 30 so that data can be read and written by the control unit 31 .

Controller 30 controls operations of system main relays 21 a and 21 b , boost converter 22 and inverter 23 . When a start switch (not shown) is switched from off to on, controller 30 switches system main relays 21 a and 21 b from off to on, and operates boost converter 22 and inverter 23 . Further, when the start switch is switched from ON to OFF, the controller 30 switches the system main relays 21 a and 21 b from ON to OFF, or stops the operation of the boost converter 22 and the inverter 23 .

The controller 30 has a function of calculating the full charge capacity C of the main battery 10 . As a method for calculating the full charge capacity C, in the present embodiment, an example of calculating the full charge capacity C by a current integration method will be described later. The function of calculating the full charge capacity C can also be provided to the monitoring ECU 18 .

Display unit 35 is configured to display predetermined information to the user of electric vehicle 100 in accordance with a control command from controller 30 . The display unit 35 can be configured by, for example, a touch panel display using a liquid crystal panel.

Further, electric vehicle 100 is configured to have an external charging function for charging main battery 10 with external power source 40 . Electric vehicle 100 further includes a charger 28 and charging relays 29a and 29b. The charging of the main battery 10 using the external power supply 40 is hereinafter also referred to as "external charging".

External power supply 40 is a power supply provided outside the vehicle, and as external power supply 40, for example, a commercial AC power supply can be applied. Charger 28 converts power from external power supply 40 into charging power for main battery 10 . Charger 28 is connected to main battery 10 via charging relays 29a and 29b. When charging relays 29 a and 29 b are on, main battery 10 can be charged with power from external power supply 40 .

External power supply 40 and charger 28 can be connected by, for example, charging cable 45 . That is, when charging cable 45 is attached, main battery 10 can be charged using external power supply 40 by electrically connecting external power supply 40 and charger 28 . Alternatively, electric vehicle 100 may be configured such that electric power is transmitted contactlessly between external power supply 40 and charger 28 . For example, main battery 10 can be charged by external power supply 40 by transmitting power via a power transmission coil (not shown) on the external power supply side and a power receiving coil (not shown) on the electric vehicle side. .

Thus, when AC power is supplied from the external power supply 40, the charger 28 has a function of converting the supplied power (AC power) from the external power supply 40 into charging power (DC power) for the main battery 10. is configured to have Alternatively, when external power supply 40 directly supplies charging power for main battery 10 , charger 28 only needs to transmit DC power from external power supply 40 to main battery 10 . The mode of external charging of electric vehicle 100 is not particularly limited.

Furthermore, electric vehicle 100 includes a communication unit 50 . Communication unit 50 has a function of forming communication path 210 with server 230 provided outside electric vehicle 100 to perform wireless communication. For example, the communication unit 50 can be configured by an in-vehicle wireless communication module.

Electric vehicle 100 is capable of two-way data communication with server 230 by connecting to wide area communication network 220 (typically the Internet) via communication path 210 by communication unit 50 .

<Display of battery price maintenance rate>

The value of electric vehicle 100 in the used market may be determined in consideration of the value of the vehicle body and the value of main battery 10 . It is assumed that the value of main battery 10 in the used market is determined based on the degree of deterioration of main battery 10 . The value of the main battery 10 is directly related to the value of the electric vehicle 100 and is of great interest to the user. However, the value of the main battery 10 may be unfamiliar to users and may be difficult to recognize. Therefore, an index indicating the value of the main battery 10 is displayed on the display unit 35 of the electric vehicle 100 .

FIG. 2 is a diagram showing an example of a screen displayed on the display unit 35. As shown in FIG. FIG. 2 shows, as an example, the SOC and battery price maintenance rate D at a certain point in time. Battery price maintenance rate D corresponds to an example of an index indicating the value of main battery 10 . The battery price maintenance rate D is defined as a percentage of the current price of the main battery 10 with respect to the price of the main battery 10 when the new car is sold. The price of the main battery 10 when a new car is sold corresponds to the full charge capacity Cfull (Pfull, which will be described later), which is the design value of the main battery 10, which will be described later, and is typically the selling price. The battery price maintenance rate D in the present embodiment does not necessarily accurately reflect the current value of the main battery 10 in the used market, but is intended to be displayed to the user as a guideline.

Referring to FIG. 2, area 36 of display portion 35 indicates the current SOC of main battery 10 . The SOC from the SOC upper limit (for example, 100%) to the lower limit (for example, 0%) is divided into a predetermined number of segments and displayed. In this example, ten segments are used to display the SOC. FIG. 2 shows that the SOC is 90%.

A battery price maintenance rate D is displayed in an area 37 of the display unit 35 . The price of main battery 10 according to the present embodiment is calculated based on full charge capacity C of main battery 10 . Hereinafter, the price of the main battery 10 is also referred to as "battery price P".

<Calculation of battery price maintenance rate>

FIG. 3 is a diagram for explaining an example of a map showing the relationship between full charge capacity C and battery price P. As shown in FIG. The vertical axis of FIG. 3 indicates the full charge capacity C, and the horizontal axis indicates the battery price P. As shown in FIG. The map shown in FIG. 3 is stored in the storage unit 32 of the controller 30, for example.

As indicated by the solid line L1 in FIG. 3, in the map according to the present embodiment, the battery price P decreases as the full charge capacity C decreases.

Full charge capacity Cfull shown in FIG. 3 is, for example, a specification value (design value) of the full charge capacity at the time main battery 10 is manufactured. Although there are manufacturing variations in main battery 10 within the allowable range of specifications, in the present embodiment, it is assumed that the design value is set as full charge capacity Cfull. That is, the full charge capacity Cfull is a value common to vehicles equipped with main batteries of the same model number. As can be recognized from FIG. 3, the battery price P corresponding to the full charge capacity Cfull is Pmax. The battery price Pmax corresponding to the full charge capacity Cfull is also a common value among vehicles equipped with main batteries of the same model number. In the present embodiment, the battery price Pmax is defined as the price (selling price) of the main battery 10 at the time of sale of the new vehicle.

The deterioration of the main battery 10 progresses from the time of manufacture, and the full charge capacity C decreases with the passage of time. For example, when the full charge capacity C of the main battery 10 at the present time drops to C1, the current battery price P is found to be P1 by checking the full charge capacity C1 against the map (solid line L1). The current battery price maintenance rate D1 is calculated by the following equation (1).

D1=P1/Pmax×100 (1)

The result calculated by the above formula (1) is displayed in the area 37 of the display unit 35 as the current battery price maintenance rate D1 (see FIG. 2).

FIG. 4 is a diagram showing an example of a deterioration curve showing changes in the full charge capacity C due to deterioration of the main battery 10 over time. In FIG. 4, the vertical axis indicates the full charge capacity (Ah) of the main battery 10, and the horizontal axis indicates the elapsed time (years) from the manufacture of the main battery 10 or the electric vehicle 100. ing.

As for the deterioration of secondary batteries, in many cases, the deterioration progresses rapidly in the initial period after manufacture, and then the pace of progress of deterioration stabilizes in many cases. The main battery 10 also has such a pace of progress of deterioration. The full charge capacity C of the main battery 10 decreases as the main battery 10 deteriorates. As shown in FIG. 4, the slope of the deterioration curve increases in the initial period (for example, from time t0 to time t2) after the time of manufacture (time t0).

For example, assume that electric vehicle 100 is delivered to the user at time t1. That is, time t1 is the timing at which the user starts using electric vehicle 100 . The user starts using the electric vehicle 100 from time t1, and the deterioration of the main battery 10 progresses rapidly in the initial period up to time t2. In other words, in the initial period, the full charge capacity C of the main battery 10 is greatly reduced. Therefore, when the battery price maintenance rate D corresponding to the decreasing full charge capacity C is displayed on the display unit 35 from the vehicle delivery timing (time t1), the user can may feel uncomfortable.

Therefore, in the electric vehicle 100 according to the present embodiment, the constant value Dx is displayed on the display unit 35 regardless of the value of the battery price maintenance rate D when the battery price maintenance rate D is equal to or higher than a predetermined value. to As an example of a specific method, the main batteries 10 of the same model number have a common full charge capacity Cfull, which serves as a reference for the battery price maintenance rate D. Set Cth. Then, when the full charge capacity C of the main battery 10 at a certain point in time is greater than the threshold value Cth (<Cfull), the display unit 35 displays a constant value Dx (see FIG. 5 to be described later) regardless of the value of the battery price maintenance rate D. ) is displayed, and the calculated battery price maintenance rate D is displayed on the display unit 35 when the full charge capacity C of the main battery 10 at a certain point in time is equal to or less than the threshold value Cth.

In the present embodiment, an example will be described in which the full charge capacity corresponding to the time t2 at the end of the initial period in the deterioration curve is set as the threshold Cth. It is not limited to the full charge capacity corresponding to t2. For example, the full charge capacity corresponding to time t3 after time t2 on the deterioration curve may be set as the threshold value Cth.

FIG. 5 is a diagram for explaining the battery price maintenance rate D displayed on the display unit 35. As shown in FIG. In FIG. 5, the vertical axis indicates the battery price maintenance rate D (%), and the horizontal axis indicates the elapsed time (years) from the manufacture of the main battery 10 or the electric vehicle 100. .

As shown in FIG. 5, until the full charge capacity C of the main battery 10 drops below the threshold value Cth (region where the pace of deterioration of the main battery 10 progresses rapidly until time t2), the constant value Dx is less than 100%. (<100%) is shown as the battery price maintenance rate D. The constant value Dx is the battery price maintenance rate D determined by the above equation (1) according to the threshold value Cth. In the present embodiment, the battery price maintenance rate D corresponds to time t2 at the end of the initial period. Specifically, in the deterioration curve shown in FIG. 4, the battery price obtained by comparing the full charge capacity Cth (threshold value) corresponding to the time t2 at the end of the initial period with the map shown in FIG. can be obtained by substituting into the formula (1). Note that, in the present embodiment, the battery price maintenance rate of 100% corresponds to an example of the "initial value" of the present disclosure.

On the other hand, after the full charge capacity C of the main battery 10 has fallen below the threshold value Cth (region where the pace of progress of deterioration of the main battery 10 has stabilized), the value of the battery price maintenance rate D that is calculated each time is indicated. That is, the battery price maintenance rate D indicated by the solid line in FIG. 5 is displayed on the display unit 35 .

It can be said that it is common knowledge among users that when a new car is purchased, the market value of the car decreases along with the purchase. According to this common recognition, the same can be said for the value of the main battery 10. The user is less likely to feel uncomfortable.

While the full charge capacity C of the main battery 10 is greater than the threshold value Cth, the battery price is maintained in the initial period by displaying a constant value Dth (<100%) on the display unit 35 regardless of the value of the battery price maintenance rate D. It is possible to prevent the user from feeling uncomfortable with the fast decrease speed of the rate D.

<Flow of battery price maintenance rate display processing>

FIG. 6 is a flowchart showing an example of display processing of the battery price maintenance rate D executed by the controller 30 according to the embodiment. Each step shown in this flowchart is repeatedly executed by the controller 30 at predetermined intervals. Each step of the flowchart shown in FIG. 6 is described as being implemented by software processing by the controller 30, but part or all of it may be implemented by hardware (electrical circuits) fabricated within the controller 30. .

When this flowchart is started, the controller 30 calculates the current full charge capacity C of the main battery 10 (step 1, hereinafter step is abbreviated as "S"). The full charge capacity C of the main battery 10 can be calculated by various known methods. As an example, controller 30 estimates the SOC of main battery 10 at the current timing. Then, the amount of electric power ΔAh charged/discharged in the main battery 10 between the time when the SOC of the main battery 10 was estimated last time and the current time is obtained by current integration using a current sensor. In this case, the ECU 100 uses the SOC1 estimated at the previous timing, the SOC2 estimated at the current timing, and the electric power amount ΔAh to calculate the full charge capacity C of the main battery 10 according to the following equation (2). can do.

C=ΔAh/(SOC1−SOC2)×100 (2)

The controller 30 determines whether or not the full charge capacity C calculated in S1 is greater than the threshold value Cth (S2). If the full charge capacity C is greater than the threshold value Cth (YES in S2), the controller 30 causes the display unit 35 to display a constant value Dx as the battery price maintenance rate D (S3).

On the other hand, if the full charge capacity C is equal to or less than the threshold value Cth (NO in S2), the controller 30 reads the map (FIG. 3) from the storage unit 32 (S4). The controller 30 compares the full charge capacity C calculated in S1 with a map, and obtains the battery price P corresponding to the full charge capacity C (S5). In S5, a formula showing the relationship between the full charge capacity C and the battery price P may be used instead of the map. In this case, the storage unit 32 stores an equation representing the relationship between the full charge capacity C and the battery price P. FIG.

When the controller 30 obtains the battery price P corresponding to the full charge capacity C calculated in S1 as a collation result, the controller 30 calculates the battery price maintenance rate D using the battery price P (S6). Specifically, the battery price maintenance rate D is calculated using the above equation (1).

The controller 30 causes the display unit 35 to display the battery price maintenance rate D calculated in S6 (S7).

As described above, electric vehicle 100 according to the present embodiment displays a constant value ( <100%) is displayed. According to the common recognition that when a new electric vehicle is purchased, its market value decreases as the vehicle is purchased, even if the battery price maintenance rate D at the time of delivery is less than 100%, the user will feel uncomfortable. unlikely to remember. While the full charge capacity C of the main battery 10 is greater than the threshold value Cth, a constant value is displayed on the display unit 35 regardless of the value of the battery price maintenance rate D, that is, the battery price maintenance rate D significantly decreases in the initial period. is not displayed to the user, it is possible to prevent the user from feeling uncomfortable with the displayed battery price maintenance rate D.

(Modification 1)

In the embodiment, the example in which the battery price maintenance rate D is displayed on the display unit 35 as an index indicating the value of the main battery 10 has been described. However, the index indicating the value of main battery 10 is not limited to battery price maintenance rate D, and battery price P may be displayed, for example.

FIG. 7 is a diagram showing another example of the screen displayed on the display unit 35. As shown in FIG. FIG. 7 shows the SOC and battery price P at a certain point in time. The SOC is displayed in the area 36 of the display unit 35 as in the present embodiment.

A battery price P is displayed in an area 37 of the display unit 35 . The display of the battery price P can also be considered in the same way as in the present embodiment. Specifically, when the full charge capacity C of the main battery 10 calculated at a certain point in time is greater than the threshold value Cth, the battery price P is displayed as a constant value Px (<Pmax). On the other hand, when the full charge capacity C of the main battery 10 calculated at a certain time point is equal to or less than the threshold value Cth, the battery price P obtained by comparing the calculated full charge capacity C with a map (FIG. 3) is Displayed on the display unit 35 . Note that in Modification 1, the battery price Pmax corresponds to an example of the “initial value” of the present disclosure.

Furthermore, when displaying the battery price P, the past history may be displayed. For example, the monthly battery price P (for example, the battery price P on the first day of the month or the last day of the month) may be displayed. The display mode may be plot display, for example.

(Modification 2)

In the embodiment, the example in which the map (FIG. 3) showing the relationship between the full charge capacity C and the battery price P is stored in advance in the storage unit 32 of the controller 30 has been described. However, the value of main battery 10 may fluctuate depending on, for example, the season. Specifically, in the second-hand market, supply and demand are not always kept constant. The value of the main battery 10 may decrease when there is an oversupply in the used market, and the value of the main battery 10 may increase when there is a shortage of supply. In view of this situation, electric powered vehicle 100 may periodically acquire a map updated according to the demand and supply in the used market from server 230 via communication unit 50 . In this case, electrically powered vehicle 100 transmits, for example, information for identifying the model number of main battery 10 to server 230 via communication unit 50 .

When electric vehicle 100 acquires the updated map from server 230 via communication unit 50 , electric vehicle 100 overwrites the map stored in storage unit 32 of controller 30 . This makes it possible to reduce the difference between the value of the main battery 10 displayed on the display unit 35 of the electric vehicle 100 and the current value of the main battery 10 in the used market.

(Modification 3)

In the embodiment, display processing of battery price maintenance rate D is performed in electric vehicle 100 , but a part of the display processing may be performed in server 230 . As described in Modification 2, the server 230 stores a map updated according to the demand and supply in the second-hand market. The server 230 stores the threshold Cth described in the embodiment.

FIG. 8 is a flow chart showing an example of processing executed by controller 30 and server 230 of electric vehicle 100 . Each step shown in this flowchart is repeatedly executed by the controller 30 and the server 230 at predetermined intervals.

When this flowchart is started, the controller 30 calculates the current full charge capacity C of the main battery 10 (S10). Note that the full charge capacity C can be calculated by various known methods, one example of which is as described with reference to FIG.

After calculating the full charge capacity C of the main battery 10, the controller 30 transmits the calculated full charge capacity C to the server 230 via the communication unit 50 (S11). In this case, controller 30 transmits information for specifying the model number of main battery 10 to server 230 , for example.

When the server 230 acquires the current full charge capacity C of the main battery 10 from the electric vehicle 100, the server 230 determines whether or not the acquired full charge capacity C is greater than the threshold value Cth (S20). If acquired full charge capacity C is greater than threshold value Cth (YES in S20), server 230 performs display setting to display constant value Dx as battery price maintenance rate D (S21).

On the other hand, if acquired full charge capacity C is equal to or less than threshold value Cth (NO in S20), server 230 reads the map (S22). Then, the server 230 matches the obtained full charge capacity C with the map, and obtains the battery price P corresponding to the full charge capacity C (S23).

When the server 230 obtains the battery price P corresponding to the obtained full charge capacity C as a collation result, the server 230 calculates the battery price maintenance rate D using the battery price P (S24). Then, server 230 performs display setting to display battery price maintenance rate D calculated in S23 (S25).

Server 230 transmits the display settings set in S21 or S25 to electric vehicle 100 (S26).

When the electric vehicle 100 acquires the display setting from the server 230 via the communication unit 50, the electric vehicle 100 displays the battery price maintenance rate D based on the display setting (S13).

This makes it possible to reduce the difference between the value of the main battery 10 displayed on the display unit 35 of the electric vehicle 100 and the current value of the main battery 10 in the used market.

(Modification 4)

In the embodiment, it has been described that battery price maintenance rate D (indicator indicating the value of main battery 10) is displayed on display unit 35 of electric vehicle 100. FIG. Further, it has been explained that the battery price maintenance rate D does not necessarily accurately reflect the current value of the main battery 10 in the used market, but is displayed to the user as a guideline. However, for example, a user or the like who is considering replacement of electric vehicle 100 may want to know the accurate value of main battery 10 (which is actually purchased).

FIG. 9 is a block diagram showing a configuration example of an electric vehicle 100A according to Modification 4. As shown in FIG. The communication unit 50A of the electric vehicle 100A has a function of executing communication with a service tool 200 provided outside the electric vehicle 100A. Communication with the service tool 200 may be wired or wireless. 50 A of communication parts can be comprised by the vehicle-mounted communication module, for example.

Service tool 200 is provided, for example, at a dealer or the like, and is used for diagnosing whether electric vehicle 100 has an abnormality (including deterioration of the battery). The service tool 200 is capable of two-way data communication with the dealer's server 400 by connecting to the wide area network 220 . Service tool 200 is configured to be able to display, for example, the price that can be purchased at a dealer at the present time according to the degree of deterioration of main battery 10 . Specifically, the service tool 200 stores a purchase price map corresponding to the full charge capacity for each model number of the main battery. The purchase price map is transmitted from the dealer's server 400 to the service tool 200 and stored in the service tool 200 each time it is updated. Alternatively, the service tool 200 may be configured to refer to the purchase price map stored in the server 400 each time without storing the purchase price map.

For example, the service tool 200 calculates the current full charge capacity C from the battery price maintenance rate D acquired from the electric vehicle 100A, and compares the full charge capacity C with the purchase map to purchase the main battery 10. You can display the price. This allows the user to know the correct value of the main battery 10 . The purchase map may indicate the relationship between the battery price maintenance rate D and the purchase price.

Note that the service tool 200 does not acquire the battery price maintenance rate D from the electric vehicle 100A, but acquires the measurement data of the main battery 10 from the electric vehicle 100A, and the service tool 200 acquires the current full charge of the main battery 10. A capacitance C may be calculated. In this case, when communication is established between the service tool 200 and the communication unit 50, the electric vehicle 100A sends the measurement data of the main battery 10 accumulated in the storage unit 32 to the service via the communication unit 50A. Send to tool 200 .

(Modification 5)

In the embodiment, it has been described that battery price maintenance rate D (indicator indicating the value of main battery 10) is displayed on display unit 35 of electric vehicle 100. FIG. However, a user of an electric vehicle may want to display an index indicating the value of main battery 10 on his/her own communication terminal (for example, a smart phone, a personal computer, etc.).

FIG. 10 is a block diagram showing a configuration example of an electric vehicle 100B according to Modification 5. As shown in FIG. Communication unit 50B of electric vehicle 100B has a function of forming communication path 210 with user's communication terminal 300 provided outside electric vehicle 100B and executing wireless communication. For example, the communication unit 50B can be configured by an in-vehicle wireless communication module.

Electric vehicle 100B is capable of two-way data communication with communication terminal 300 by connecting to wide area communication network 220 via communication path 210 by communication unit 50B.

Communication terminal 300 is, for example, a smartphone or a personal computer. Communication terminal 300 includes a communication unit 310 , a storage unit 320 , a control unit 330 and a display unit 340 .

Communication unit 310 can perform two-way data communication with electric vehicle 100B by connecting to wide area communication network 220 .

Storage unit 320 includes, for example, memories such as ROM and RAM, and large-capacity storage devices such as hard disks or solid state drives.

Control unit 330 is configured, for example, to execute predetermined arithmetic processing based on information stored in storage unit 320 and information externally acquired via communication unit 310 .

Display unit 340 is a display device that displays an image under the control of control unit 330 . The display unit 340 is implemented by, for example, a liquid crystal panel. Display unit 340 is configured to be able to display battery price maintenance rate D acquired from electric vehicle 100B via communication unit 310 .

Electric vehicle 100B transmits battery price maintenance rate D to communication terminal 300 upon receiving a request for transmission of battery price maintenance rate D from communication terminal 300 via communication unit 50B. When acquiring the battery price maintenance rate D from the electric vehicle 100B via the communication unit 310, the communication terminal 300 displays the acquired battery price maintenance rate D on the display unit 340. FIG.

This allows the user to display the battery price maintenance rate D on his/her own communication terminal 300, thereby improving convenience.

Communication terminal 300 is also capable of two-way data communication with dealer's server 400 by connecting to wide area communication network 220 . The user connects to the dealer's server 400 using the communication terminal 300 and transmits the battery price maintenance rate D displayed on the communication terminal 300 as described above to the dealer's server 400 .

The dealer's server 400 calculates the current full charge capacity C from the battery price maintenance rate D obtained from the communication terminal 300, compares the full charge capacity C with the purchase map, and determines the purchase price of the main battery 10. calculate. Then, the calculated purchase price is transmitted to the communication terminal 300 .

When receiving the purchase price from the dealer's server 400, the communication terminal 300 causes the display unit 340 to display the received purchase price. As a result, the purchase price at the dealer corresponding to the battery price maintenance rate D can be displayed on the communication terminal 300 .

In the above description, the user first obtains the battery price maintenance rate D from the electric vehicle 100 using the communication terminal 300, and transmits the obtained battery price maintenance rate D to the dealer's server 400. Acquired the purchase price at the dealer according to D. The user connects only to the dealer's server 400 using the communication terminal 300 , and inputs the battery price maintenance rate D displayed on the electric vehicle 100 to the communication terminal 300 . You can send D.

(Modification 6)

In the embodiment, the unit of full charge capacity of main battery 10 has been described as "Ah", but for example, the unit of full charge capacity of main battery 10 may be "Wh".

It should be noted that the embodiment and Modifications 1 to 5 described above may be implemented by combining all or part of them.

The embodiments disclosed this time should be considered as examples and not restrictive in all respects. The scope of the present disclosure is indicated by the scope of claims rather than the description of the above-described embodiments, and is intended to include all modifications within the scope and meaning equivalent to the scope of the claims.

10 Main Battery 11 Battery Module 15 Current Sensor 16 Temperature Sensor 17 Voltage Sensor 18 Battery Monitoring Unit 20 Battery Pack 21a, 21b System Main Relay 22 Boost Converter 23 Inverter 25 Motor Generator 26 Transmission Gear , 27 drive wheel, 28 charger, 29a, 29b charging relay, 30 controller, 31 control unit, 32 storage unit, 35 display unit, 40 external power supply, 45 charging cable, 50, 50A, 50B communication unit, 100, 100A, 100B electric vehicle, 200 service tool, 210 communication path, 220 wide area communication network, 230,400 server, 300 communication terminal, 310 communication unit, 320 storage unit, 330 control unit, 340 display unit.

Claims (2)

a secondary battery whose full charge capacity decreases over time;
A display device that displays an index indicating a value corresponding to the full charge capacity of the secondary battery,
the display device displays, as the index, a constant value that is lower than the initial value of the index when the index is greater than a threshold;
the indicator is the price of the secondary battery,
a storage device that stores a map showing the relationship between the full charge capacity of the secondary battery and the price of the secondary battery;
a communication device configured to communicate with a server that updates the map according to market demand and supply;
An electric vehicle, further comprising a control device that stores the updated map acquired by the communication device in the storage device. The electric vehicle according to claim 1;
and a tool capable of diagnosing the state of the electric vehicle,
The communication device is further configured to communicate with the tool,
The system according to claim 1, wherein the tool diagnoses a state of deterioration of the secondary battery and displays a purchase price of the secondary battery according to the diagnosed state of deterioration.

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