TW201511986A - Battery replacement system for electric vehicle and program - Google Patents

Abstract

To appropriately control the level of degradation and amount of power remaining in a battery. A system according to the present invention comprises: an electric vehicle equipped with a replaceable battery; a battery station capable of charging a battery; and a management server for managing the entire system. On receiving a battery replacement request from an electric vehicle, the management server predicts when the electric vehicle will arrive at the battery station on the basis of at least the positional information of the electric vehicle. The management server determines a charging speed for a battery loaded in the charger in the battery station on the basis of at least the time predicted for the electric vehicle to arrive at the battery station.

Description

Battery exchange system and program for electric vehicles

The present invention relates to a system for exchanging a battery of an electric vehicle such as an electric car or an electric motor car. Specifically, the system of the present invention includes: an electric vehicle driven by an exchangeable battery; a battery station that charges the battery; and a management server for managing the charging status of the battery station. In the system of the present invention, one of the characteristics is that the management server controls the charging speed of the battery in the battery station according to the battery charging information including the position of the electric vehicle, the residual capacity of the battery, and the like, thereby reaching the battery station in the electric vehicle. In the meantime, battery exchange is carried out smoothly.

In the past, electric vehicles carrying exchangeable batteries have been known. The electric vehicle travels by driving the motor from the electric power supplied from the battery via the controller. Examples of such electric vehicles include electric vehicles, electric motor vehicles, and electric bicycles.

From the point of view of the performance or cost of the battery, the current state of the electric vehicle is that the distance that can be traveled once or once when the battery is exchanged is shorter than that of a general liquid fuel automatic vehicle (a gasoline vehicle, a diesel vehicle, a liquefied natural gas vehicle, etc.). Therefore, nowadays, the basic equipment for increasing the number of battery stations for charging the batteries can be actively charged or exchanged of the batteries of the electric vehicles. Therefore, when the battery residual capacity of the battery of the vehicle itself is reduced, the user of the electric vehicle rushes to the nearby battery station to exchange the battery after the battery station has been charged with the battery of the vehicle itself, whereby the electric vehicle can be Drive continuously.

However, a general battery station is also based on the current value of charging the battery, and it takes several minutes to several hours to charge the battery for the electric vehicle to be completely charged. Therefore, even if the electric vehicle arrives at the nearest battery station, if the battery is not charged If it is completed, it must also wait for the charging to complete before the battery station. As described above, in the conventional system, it is also assumed that even if the electric vehicle arrives at the battery station, the battery exchange cannot be performed immediately. This is one of the main reasons that hinder the spread of systems including electric vehicles and battery stations.

Here, in order to avoid the delay in charging of the battery described above, it is known to perform high-speed charging of the battery in the battery station. For example, Patent Document 1 discloses a technique of detecting a battery residual capacity of a battery when the battery is stored in the battery station, and charging the battery at a high speed when the battery residual capacity is equal to or less than a predetermined value. As described above, when the battery residual capacity of the battery is set to be less than or equal to a predetermined value, high-speed charging is performed, and when the electric vehicle arrives at the battery station, the possibility that the charging required for the battery is not completed can be reduced.

[Previous Technical Literature] [Patent Literature]

[Patent Document 1] Japanese Patent Laid-Open Publication No. 2001-57711

However, when the battery is charged at a high speed, there is a disadvantage that the battery is deteriorated. That is, the battery has an upper limit on the charging speed and the charging current value mainly in consideration of safety and durability. Here, charging closer to the upper limit of the charging speed and the charging current value is referred to as high-speed charging, and charging closer to the lower limit of the charging speed and the charging current value is referred to as low-speed charging. Further, it is known that the high-speed charging is compared with the general-speed charging (normal charging) and the low-speed charging, and the deterioration degree of the battery becomes large. Further, in general, it is known that in the case where the normal charging is continued, in the case where the charging of the battery is performed by appropriately switching the normal charging, the low-speed charging, and the high-speed charging, the battery deterioration degree of the latter is large. Therefore, as shown in the technique disclosed in Patent Document 1, when the battery residual capacity of the battery is less than or equal to a predetermined value, high-speed charging is required, and high-speed charging of the battery is performed in an unnecessary situation. There is no intention to cause a problem caused by deterioration of the battery. For example, in the technique of Patent Document 1, even when there is no electric vehicle that requires battery exchange in the vicinity of the battery station, when the battery residual capacity of the battery stored in the battery station is equal to or less than a predetermined value, High speed charging is required. However, when there is no electric vehicle in the vicinity of the battery station where battery exchange is necessary, it is preferable to perform normal charging or low-speed charging to suppress deterioration of the battery as compared with the case where the battery is deteriorated due to high-speed charging of the battery.

Further, the electric vehicle is driven not only by one battery but also by a plurality of batteries. Further, in general, in a battery station, a plurality of batteries are stored and charged. Therefore, it is also assumed that a plurality of batteries placed on the electric vehicle are exchanged with a plurality of batteries stored in the battery station by one-time battery exchange. However, in an electric vehicle driven by a plurality of batteries, the performance (speed or travel distance) of the entire vehicle may be affected by the performance of the most deteriorated battery or the battery having the smallest remaining battery capacity. Therefore, when a battery is exchanged, if there is a battery having a small battery residual capacity or a battery having a large degree of deterioration, a battery that is delivered from the battery station to the electric vehicle may have insufficient performance of the electric vehicle. . In other words, when there are four batteries that are delivered from the battery station to the electric vehicle, even if three of them are new batteries, when one of them is an old battery with a large degree of deterioration, four of them are mounted. The performance of an electric vehicle of a battery may be affected by the performance of one battery having the highest degree of deterioration. As described above, even if three of the four batteries installed in the electric vehicle are new batteries, and one of them is an old battery, the performance of the three new batteries cannot be sufficiently elicited. Therefore, it can be said that a plurality of storage batteries stored in the battery station are preferably made to have an average degree of deterioration as much as possible.

When the degree of deterioration of the storage battery stored in the battery station increases, the administrator of the system must go to the battery station to perform a work of replacing the battery with a large deterioration degree and replacing it with a new battery. At this time, for example, when a battery having a large degree of deterioration occurs among a plurality of batteries stored in the battery station, each time the manager goes to the battery station to perform the replacement operation of the battery, it is time consuming and labor inefficient. . Therefore, it is desirable to provide a replacement operation for a plurality of batteries at a time to achieve efficiency. From this point of view, it can be said that a plurality of battery cells stored in the battery station are preferably averaged with the degree of deterioration.

Further, as described above, in an electric vehicle driven by a plurality of batteries, the performance (speed or travel distance) of the entire vehicle may be affected by the performance of the battery having the smallest battery residual capacity. Therefore, it is preferable that a plurality of storage batteries stored in the battery station have a battery residual capacity as equal as possible when the electric vehicle arrives. For example, in an electric car When it is required to exchange four batteries, it is more efficient and better to prepare four batteries with a residual battery capacity of 80 Ah compared to three batteries with a residual battery capacity of 100 Ah and one 60 Ah battery. Lead to the performance of electric vehicles.

From the above point of view, it is preferable to charge the battery station in consideration of the risk that the battery will deteriorate when high-speed charging is performed, and the deterioration degree of the plurality of batteries and the remaining battery capacity are averaged as much as possible. However, the conventional battery charging system performs high-speed charging while ignoring the risk of deterioration of the battery, and does not have a structure for averaging the deterioration degree of the plurality of batteries and the battery residual capacity.

Therefore, nowadays, a technique capable of appropriately controlling the deterioration degree of the battery and the residual capacity of the battery by controlling the charging speed in the battery station is desired.

Therefore, the inventor of the present invention has focused on the research results to solve the problems of the above-mentioned conventional invention, and has obtained the following knowledge and insights: basically, predicting the time when the electric vehicle arrives at the battery station, according to the predicted The arrival time controls the charging speed of each battery stored in the battery station, thereby preventing the battery from being wastedly degraded, and appropriately controlling the deterioration degree of the battery and the remaining battery capacity. Further, the inventors of the present invention have completed the present invention based on the above knowledge, insights, and thinking that can solve the problems of the prior art.

Specifically, the present invention has the following constitution.

A first aspect of the present invention relates to a battery exchange system for an electric vehicle.

The system of the present invention includes a plurality of electric vehicles 2, a plurality of battery stations 3, and a management server 4.

A plurality of electric vehicles 2 can be driven by driving a motor using one or a plurality of exchangeable batteries 1 mounted on the vehicle. Examples of the electric vehicle 2 are an electric vehicle, an electric motor vehicle, and an electric assist bicycle. The battery station 3 is provided with a mechanism that can charge the battery 1. The management server 4 is a server device that is connected to the electric vehicle 2 and the battery station 3 via a communication network.

In the system of the present invention, the battery 1 may be configured to have a battery management system (BMS) that measures and calculates the battery residual capacity and the number of times of charging, and includes an identification number (ID). The battery charging information is transmitted to an external function.

Moreover, in the system of the present invention, the electric vehicle 2 has the control device 20 and the position information acquisition. A device (GPS, Global Positioning System) 22 and a communication device 23.

The control device 20 is connected to the position information acquisition device (GPS) 22 and the communication device 23, respectively. Thereby, the control device 20 can appropriately obtain the battery information including the battery residual capacity of the battery 1 obtained by the residual capacity meter 21, and the current position of the vehicle itself obtained by the position information acquisition device (GPS) 22. Information, etc. Further, the control device 20 performs arithmetic processing of information obtained by various devices, and can be transmitted to the management server via the communication device 23. The control device 20 may be a device provided in the electric vehicle 2, or may be configured by, for example, an information calculation processing device provided by a general mobile communication terminal (for example, a smart phone).

The position information acquisition device (GPS) 22 acquires the current position information of the electric vehicle 2. The location information acquisition device (GPS) 22 may be a device provided in the electric vehicle 2, or may be configured by, for example, a GPS provided by a general mobile communication terminal (for example, a smart phone).

The communication device 23 can transmit the exchange request of the battery together with the battery charging information and the location information to the management server 4. The communication device 23 may be a device provided in the electric vehicle 2, or may be configured by, for example, a communication device provided by a general mobile communication terminal (for example, a smart phone).

In the system of the present invention, the battery station 3 has one or a plurality of chargers 31 that can adjust the charging speed to perform charging of the installed battery.

Further, in the system of the present invention, the management server 4 has a control unit 40 and a communication unit 41.

The control unit 40 of the management server 4 includes an arrival time prediction means 40b and a charging speed determining means 40c.

The arrival time prediction means 40b predicts the time when the electric vehicle 2 arrives at the battery station 3 based on at least the position information of the electric vehicle 2 when receiving the exchange request of the battery from the electric vehicle 2. The charging speed determining means 40c determines the charging speed of the battery of the charger 31 installed in the battery station 3 based on at least the estimated time when the electric vehicle 2 arrives at the battery station 3.

The communication unit 41 of the management server 4 transmits information related to the charging speed of the battery determined by the charging speed determining means 40c to the battery station 3.

Thereby, the battery station 3 controls the charging speed of the battery installed in the charger 31 based on the information on the charging speed received from the management server 4.

As shown in the above configuration, according to the expectation that the electric vehicle 2 arrives at the battery station 3 The time is controlled by the charging speed of the battery 1 performed by the battery station 3, whereby high-speed charging can be performed at an appropriate timing, so that the battery can be prevented from being wastefully deteriorated. For example, the management server 4 is configured to transmit a command in such a manner that the battery station 3 is charged at a high speed as the distance between the electric vehicle 2 and the battery station 3 that issues the exchange request of the battery is higher, at the time of arrival of the electric vehicle 2 Prepare a charged battery beforehand. Conversely, when the distance between the electric vehicle 2 and the battery station 3 is distant, the management server 4 transmits a command to charge the battery station 3 at a normal speed, whereby deterioration of the battery can be suppressed.

In the system of the present invention, the electric vehicle 2 preferably further includes a residual capacity meter 21. The residual capacity meter 21 acquires battery charging information including the remaining capacity of the battery placed on one or a plurality of batteries of the vehicle itself.

In this case, the communication device 23 transmits the exchange request of the battery together with the position information and the battery charging information to the management server.

The residual capacity meter 21 acquires battery charging information including an identification number, a battery residual capacity, and the like of one or a plurality of storage batteries 1 mounted on the electric vehicle 2. The residual capacity meter 21 can also be configured to obtain battery charging information from the BMS 10 included in the battery 1, or to directly detect and measure the identification number of the battery 1 and the remaining battery capacity when the battery 1 is connected. Further, the residual capacity meter 21 may be a device provided in the electric vehicle 2, or may be configured by, for example, an information receiving display device provided by a general mobile communication terminal (for example, a smart phone).

Further, the control unit 40 of the management server 4 preferably further includes a station selecting means 40a. When the station selection means 40a receives the exchange request of the battery from the electric vehicle 2, one or more of the electric vehicle 2 can be selected based on the battery charging information of the battery placed on the electric vehicle 2 and the position information of the electric vehicle 2. The battery station 3 serves as a candidate station.

In this case, the arrival time prediction means 40b predicts the time at which the electric vehicle 2 arrives at the candidate station based on at least the position information of the electric vehicle 2.

The charging speed determining means 40c determines the charging speed of the battery of the charger 31 installed in the candidate station based on at least the estimated time when the electric vehicle 2 arrives at the candidate station.

The communication unit 41 transmits information relating to the charging speed of the battery determined by the charging speed determining means 40c to the battery station 3 selected as the candidate station.

As shown in the above configuration, by selecting the battery station 3 existing at the position reachable by the electric vehicle 2 as the candidate station, the charging speed of the battery can be efficiently controlled.

In the system of the present invention, the battery station 3 is preferably further provided with a detector 32 and a communication unit 33.

The detector 32 acquires battery charging information including the identification number of the battery installed in the charger 31, the remaining battery capacity, and the like. The detector 32 can also be configured to obtain battery charging information from the BMS 10 included in the battery 1, or to directly detect and measure the identification number of the battery 1 and the remaining battery capacity when the battery 1 is connected.

Further, the communication device 33 can transmit the battery charging information detected by the detector 32 to the management server 4.

In this case, the charging speed determining means 40c of the management server 4 preferably determines to be installed in the battery station 3 based on the battery charging information received by the battery station 3 and the estimated time when the electric vehicle 2 arrives at the battery station 3. The charging speed of the battery of the charger 31.

As described above, for example, when the management server 4 notifies the electric vehicle 2 that the battery exchange request has been made, the detector 32 of the battery station 3 extracts the battery charging information, and determines the battery based on the battery charging information and the estimated time of arrival of the electric vehicle. The charging speed can be used to more appropriately determine whether the battery is necessary for high-speed charging.

In the system of the present invention, the detector 32 of the battery station 3 is preferably used to detect the identification number (ID) of the battery installed in the charger 31. The detector 32 can also obtain an identification number (ID) from the BMS 10 included in the battery 1, and can directly detect the identification number (ID) of the battery 1 when the battery 1 is connected.

In this case, the management server 4 preferably further has a battery database 42 for recording the number of times each battery is charged according to the number of times the battery station 3 receives the identification information of the battery 1.

Further, the charging speed determining means 40c of the management server 4 preferably determines to be installed in the battery station based on information relating to the number of times of charging of the battery recorded in the battery library 42 and the estimated time when the electric vehicle 2 reaches the battery station 3. The charging speed of the battery of the charger 31 of 3.

Further, the management server 4 may store the deterioration degree of each battery in the battery library 42 in association with the identification number of each battery.

In this case, when the charging speed determining means 40c of the management server 4 receives the exchange request of the battery from the electric vehicle 2, referring to the electric storage received from the at least one battery station 3. The identification number of the pool reads the deterioration degree of the battery associated with the identification number of the battery from the battery database 42, and determines the battery of the charger 31 installed in the battery station according to the degree of deterioration of the read battery. Charging speed.

According to the above configuration, in the preferred embodiment of the present invention, the number of times of charging and/or the full charge of each battery and the statistical data of a plurality of conventional batteries of the same type are recorded in the battery database 42 in advance, thereby managing the server. 4 The degree of deterioration of the battery can be grasped from such information. Further, by determining the charging speed of the battery in accordance with the degree of deterioration of the battery, it is possible to appropriately control the deterioration degree of the battery or the capacity of the full charge. Moreover, in addition to the number of times the battery cells are charged and/or the capacity of the fully charged battery, the deterioration degree of the battery can be more accurately predicted by comparison with most conventional statistics of the same type of storage battery.

In the system of the present invention, it is preferred that the battery station 3 has a plurality of chargers 31 or can be charged and controlled according to each battery.

In this case, it is preferable that the control unit 40 of the management server 4 has the deterioration degree calculation means 40d based on the information relating to the number of times of charging of the battery recorded in the battery library 42 and the capacity of the full charge. The degree of deterioration of each battery is obtained.

Further, the charging speed determining means 40c of the management server 4 is preferably a plurality of batteries 1 installed in one or a plurality of chargers 31 in one battery station 3, and is obtained by the deterioration degree calculating means 40d. The charging speed of the new battery having a small degree of deterioration is set to be relatively high speed, and the degree of deterioration is relatively large and the charging speed of the old battery is set to be relatively low. Further, in the form of the battery station 3, it is also assumed that a plurality of batteries 1 are mounted in one charger 31.

According to the above-described configuration, in the preferred embodiment of the present invention, the battery is degraded in a state where the degree of deterioration in the battery in one of the battery stations 3 is small and the new battery is actively charged at a high speed. On the other hand, for a battery having a large degree of deterioration, high-speed charging can be controlled to avoid deterioration of the battery. As described above, by controlling the charging speed in accordance with the deterioration degree of the battery, the degree of deterioration of the plurality of storage batteries stored in one battery station 3 can be averaged. Thereby, when the electric vehicle 2 is required to exchange a plurality of batteries, a plurality of batteries whose average deterioration degree is relatively averaged from the battery station 3 can be delivered to the electric vehicle 2. That is, in the electric vehicle 2 driven by a plurality of batteries, the performance (speed or travel distance) of the entire vehicle may be affected by the performance of the battery having the highest degree of deterioration. Therefore, the deterioration degree is set by the electric vehicle 2 A plurality of batteries that are homogenized can more effectively exert the performance of the vehicle. Further, by averaging the deterioration degrees of the respective storage batteries in the battery station 3, the storage batteries are brought to the discarding period (replacement period) at substantially the same time. As described above, it is possible to achieve efficiency in replacement work by providing replacement work for a plurality of batteries at the same time.

In the system of the present invention, the charging speed determining means 40c of the management server 4 preferably has a plurality of batteries 1 mounted to one or a plurality of chargers 31 in one battery station 3, and reaches the battery station with the electric vehicle 2 In the period until 3, the battery charging capacity of each of the plurality of batteries is close to an equal value, and the charging speed of each battery is determined.

According to the above configuration, for example, for a plurality of batteries in one battery station 3, the battery residual capacity of each battery is compared, the battery residual capacity is increased at a low speed, and the battery residual capacity is low-speed charged. The battery residual capacity of a plurality of batteries is uniform. In this way, when a plurality of batteries are delivered from the battery station 3 to the electric vehicle 2, the battery residual capacity of the battery can be made uniform.

In the system of the present invention, it is preferable that each of the plurality of chargers 31 included in the battery station 3 can perform charging of the battery installed in the vehicle itself by using a battery installed in the other charger 31 as a power source. .

At this time, the charging speed determining means 40c of the management server 4 is preferably a period in which the electric vehicle 2 reaches the battery station 3 for the plurality of batteries 1 installed in one or a plurality of chargers 31 in one battery station 3. In the manner that the battery residual capacity of a plurality of batteries is close to an equal value, it is considered to use at least one battery as a power source to determine the charging speed of each battery.

According to the above configuration, by charging at least one battery as a power source to charge another battery, when a plurality of batteries are delivered from the battery station 3 to the electric vehicle 2, the battery remaining capacity of the battery can be made uniform.

In the system of the present invention, preferably the battery station can receive a supply of power from the natural energy generator 34a to charge the battery. Examples of the natural energy generator 34a are a solar power generator, a solar heat generator, a wind power generator, and the like. The natural energy generator 34a may also be mounted on the battery station or in the vicinity of the battery station. Further, the battery station can receive the supply of electric power from the natural energy generator 34a owned by the electric power company via the electric power network.

In this case, each of the plurality of chargers 31 can connect the natural energy generator 34a The battery installed in the other charger 31 is used as a power source to charge the battery installed in the vehicle itself.

The charging speed determining means 40c of the management server 4 performs different control in a period in which the natural energy generator 34 can generate power and a period in which power generation cannot be performed. That is, the charging speed determining means 40c is for a plurality of batteries 1 installed in one or a plurality of chargers 31 in one battery station 3, and in a period in which the natural energy generator 34 cannot generate power, the battery residuals of the plurality of batteries The manner in which the capacities are close to equal values determines the charging speed of each of the batteries when at least one battery is used as the power source. On the other hand, the charging speed determining means 40c is determined such that the natural energy generator 34 can generate electric power during the period in which the electric vehicle 2 reaches the battery station 3, and the battery residual capacity of the plurality of batteries approaches an equal value. The charging speed of each battery when the natural energy generator 34a is used as a power source.

In addition, "the period during which the natural energy generator 34 can generate electricity" means that if it is a solar generator or a solar thermal generator, it refers to a sunshine period, and if it is a wind turbine, it refers to a period of wind blowing. In addition, "the period during which the natural energy generator 34 cannot generate electricity" means that if it is a solar generator or a solar thermal generator, it means a non-sunlight period, and if it is a wind generator, it means a period when the wind is not blown.

As described above, the present invention can utilize the natural energy generator 34 as a power source. For example, when the natural energy generator 34 is a solar power generator, the charging speed determining means 40c is controlled so that the battery exchange request from the electric vehicle 2 is considered to be less nighttime (non-sunlight period), and is stored. The battery in the battery station 3 is used as a power source to charge other batteries to uniformize the battery residual capacity of each battery. The charging speed determining means 40c is controlled to charge each battery by the electric power supplied from the solar power generator 34a during the daytime (sunlighting period). Thereby, for example, even if the power supplied from the power grid is not used, the battery in the battery station can be charged by the renewable energy obtained by the solar power generation. Further, according to the above configuration, the battery can be charged by 100% of the renewable energy source, and the battery residual capacity of the plurality of batteries can be made uniform.

The second aspect of the present invention relates to a computer program for causing a server device to function as the management server 4 in the battery exchange system of the first aspect.

As explained above, according to the present invention, it is possible to provide a control in a battery station The system and program for charging speed and appropriate control of battery deterioration and battery residual capacity. That is, according to the present invention, it is possible to appropriately control the charging speed of the battery in such a manner that the deterioration degree of the plurality of batteries and the remaining capacity of the battery are averaged as much as possible while taking into consideration the risk of deterioration of the battery caused by high-speed charging.

1‧‧‧Battery

2‧‧‧Electric vehicles

3‧‧‧ battery station

4‧‧‧Management Server

5‧‧‧Communication station

6‧‧‧Information communication lines

10‧‧‧Battery Management System (BMS)

20‧‧‧Control device (electric vehicle)

21‧‧‧Residual capacity meter

22‧‧‧Location Information Acquisition Device (GPS)

23‧‧‧Communication device

24‧‧‧Motor

25‧‧‧ interface

26‧‧‧Speedometer

27‧‧‧ Controller

28‧‧‧Information connection terminal

30‧‧‧ Controller (battery station)

31‧‧‧Charger

32‧‧‧Detector

33‧‧‧Communication machine

34‧‧‧Power supply

34a‧‧‧Natural energy generator

34b‧‧‧Power Network

40‧‧‧Control Department (Management Server)

40a‧‧‧ Station selection means

40b‧‧‧Time of arrival prediction

40c‧‧‧Charging speed determination

40d‧‧‧Degradation calculation method

41‧‧‧Communication Department

42‧‧‧Battery database

43‧‧‧Electric Vehicle Database

44‧‧‧ station database

100‧‧‧Battery exchange system

[Simple description of the map]

1 is a general view showing an outline of a battery exchange system of the present invention; FIG. 2 is a block diagram showing a configuration of an electric vehicle; FIG. 3 is a block diagram showing a configuration of a battery station; and FIG. 4 is a display management servo. FIG. 5 is a flow chart showing a process of preparing a battery; FIG. 6 is a flow chart showing a process when a battery exchange request is performed; and FIG. 7 is a view showing an example of a charging speed determining process; 8 is an example of the display charging speed determination process, FIG. 9 is an example of the display charging speed determination process, FIG. 10 is an example of the display charging speed determination process, and FIG. 11 is an example of the display charging speed determination process.

[Formation for carrying out the invention]

Hereinafter, embodiments for carrying out the invention will be described with reference to the drawings. The present invention is not limited to the embodiments described below, and includes those that can be appropriately corrected within the scope of those skilled in the art from the following description.

Here, in the present specification, "full charge capacity" means the maximum value of the capacity of each rechargeable battery. This fully charged capacity is proportional to the degree of deterioration of the battery in a specific range. The fully charged capacity will gradually decrease as the number of times of charging is repeated. When it exceeds a certain number of times of charging, it will rapidly decrease, becoming a demand that cannot be supplied to an electric vehicle. electric power. When this fully charged capacity drops rapidly, the battery must be discarded or replaced.

In addition, in the present specification, "battery residual capacity" means the residual amount of the capacity of the battery.

[1. Summary of the system]

An outline of a battery exchange system for an electric vehicle according to the present invention will be described with reference to Fig. 1 .

Fig. 1 is a general view showing an outline of a battery exchange system 100 for an electric vehicle according to the present invention. As shown in Fig. 1, the system 100 of the present invention includes a plurality of electric vehicles 2 on which the exchangeable batteries 1 are mounted, a plurality of battery stations 3 that perform charging of the exchange battery 1, and management of the entire system. Management server 4. As shown in Fig. 1, the electric vehicle 2, the battery station 3, and the management server 4 are configured to be capable of receiving and receiving information. For example, the electric vehicle 2 is provided with a communication device that can communicate wirelessly with the communication station 5. Further, the battery station 3, the management server 4, and the communication station 5 are connected to each other via an information communication line 6 such as an Internet.

The electric vehicle 2 drives the motor to travel by using electric power supplied from a plurality of batteries 1 mounted on the vehicle. The electric vehicle 2 includes, for example, an electric car, an electric motor car, an electric assist bicycle, and an electric standing two-wheeled vehicle. When the battery residual capacity of the drive battery 1 is lowered, the electric vehicle 2 is routed to the nearby battery station 3. In the battery station 3, a plurality of batteries 1 are stored and charged. The user of the electric vehicle 2 takes out the required number of batteries 1 from the battery station 3 and replaces them with the battery 1 of the vehicle itself. Thereby, the electric vehicle 2 can continue to travel using the charged battery 1. On the other hand, the battery 1 having a small battery residual capacity is installed in the battery station 3. Then, the battery station 3 receives electric power supplied from a power source such as a power grid, and starts charging the battery 1 installed inside.

In particular, in the present invention, the user of the electric vehicle 2 can transmit the battery exchange request to the management server 4 in advance through the communication device provided in the vehicle. This battery exchange request includes a reservation for battery exchange, and the like. The management server 4 that has received the battery exchange request notifies the battery station 3 that is present in the range reachable by the electric vehicle 2 that there is a need to exchange the battery. Further, the management server 4 controls the charging speed of the battery 1 in the battery station 3 based on information such as the estimated arrival time of the electric vehicle 2. For example, in the case where the charged battery 1 cannot be prepared before the electric vehicle 2 reaches the battery station 3 under normal speed charging, the management server 4 transmits an instruction to perform high-speed charging on the battery station 3. With this, When the electric vehicle 2 reaches the battery station 3, one or a plurality of charged batteries 1 can be prepared.

[2. Specific structure of the system]

Next, the specific configuration of the system will be described.

[2-1. Electric Vehicles]

FIG. 2 is a block diagram showing the configuration of the electric vehicle 2.

As shown in FIG. 2, the electric vehicle 2 includes an exchangeable battery 1, a control device 20, a residual capacity meter 21, a position information acquisition device (GPS) 22, a communication device 23, a motor 24, an interface 25, and a speedometer 26. And a controller 27. Further, the electric vehicle 2 is provided with an information connection terminal 28 for taking out information of the control device 20 as needed. Moreover, the electric vehicle 2 is provided with a take-out port for taking out and putting in the battery 1. The electric vehicle 2 uses the exchangeable battery 1 to drive the motor 24 via the controller 27, and rotates the wheel through the power transmission mechanism to travel.

As the battery 1, basically, a secondary battery such as a rechargeable nickel-hydrogen battery or a lithium-ion battery can be used. The number of the batteries 1 mounted on the vehicle is increased or decreased depending on the type of the electric vehicle 2 . That is, the number of the batteries 1 mounted on the electric vehicle 2 may be one or plural. The battery 1 supplies electric power to the motor 24 via the controller 27. Further, the battery 1 used in the present system is given an identification number (ID). The identification number (ID) of each battery 1 is collectively managed by being stored in a battery library of the management server 4 to be described later.

Further, as shown in Fig. 1, in the present invention, the battery 1 preferably has a battery management system (BMS: Battery Management System) 10. The BMS 10 also has other names, but is basically disposed inside or outside the battery, and is mainly composed of an integrated circuit and a sensor. The BMS 10 also measures and calculates the battery charging information. The battery charging information includes one or more batteries 1 control, battery residual capacity, and number of times of charging. Further, the battery charging information acquired by the BMS 10 may include, in addition to the identification number (ID) and the battery residual capacity, the number of times of charging, the voltage of the battery, the current, the temperature, and the capacity of the full charge. The BMS 10 can also have a communication function for transmitting battery charging information to the outside. That is, the battery charging information such as the identification number and the battery residual capacity acquired by the BMS 10 is transmitted by wired communication (CAN or the like) or wireless communication (Bluetooth (registered trademark), etc.) It is preferable to carry out the residual capacity meter 21 mounted on the electric vehicle 2 or the detector 32 mounted on the battery station 3.

The control device 20 of the electric vehicle 2 is connected to the residual capacity meter 21, the position information acquisition device (GPS) 22, the communication device 23, the interface 25, and the speedometer 26, respectively. Thereby, the control device 20 can appropriately obtain: battery information including the battery residual capacity of the battery 1 obtained by the residual capacity meter 21, and the current state of the vehicle itself obtained by the position information acquisition device (GPS) 22. Location information; and the speed of the vehicle itself measured by the speedometer 26. Further, the control device 20 performs calculation processing of information obtained by various devices, and can transmit the information to the management server 4 via the communication device 23. Further, the control device 20 can perform various processes in accordance with the information input by the interface 25. Further, the control device 20 may be a device provided in the electric vehicle 2, or may be configured by, for example, an information calculation processing device provided by a general mobile communication terminal (for example, a smart phone).

The residual capacity meter 21 acquires battery charging information including the identification number of the battery 1 mounted on the electric vehicle 2, the battery residual capacity, and the like. The residual capacity meter 21 may be configured to obtain battery charging information from the BMS 10 included in the battery 1, or may be configured to be via wired communication (CAN or the like) or wireless communication (Bluetooth (registered trademark), etc.) when the battery 1 is connected. Directly detect and measure the identification number of the battery 1 and the residual capacity of the battery. The battery charging information obtained by the residual capacity meter 21 is input to the control device 20. Further, the residual capacity meter 21 may be a device provided in the electric vehicle 2, or may be configured by, for example, an information receiving display device provided by a general mobile communication terminal (for example, a smart phone).

The location information acquisition device (GPS) 22 is, for example, a Global Positioning System (GPS). The GPS is used to determine the current position of the electric vehicle 2 and obtain means for giving it specific information. The position information acquisition device (GPS) 22 measures the time required to transmit each radio wave based on the information of the radio wave transmission time included in the radio waves transmitted from the plurality of GPS satellites, and sends the time information indicating the time to the control device 20. The control device 20 can calculate information on the latitude and longitude of the position of the electric vehicle 2 based on the acquired time information. The position information acquisition device (GPS) 22 is mounted on the electric vehicle 2, for example, in a car navigation system or the like (not shown). Further, the position information acquisition device (GPS) 22 may be a device provided in the electric vehicle 2, or may be configured by, for example, a GPS provided by a general mobile communication terminal (for example, a smart phone).

The communication device 23 is connected to the communication station 5 via a wireless line, and can communicate with the management server 4 via the information communication line 6. The communication device 23 can transmit information processed by the control device 20 to the management server 4 or receive information from the management server 4. The communication device 23 is mounted on the electric vehicle 2, for example, in a car navigation system or the like (not shown). Further, the communication device 23 may be a device provided in the electric vehicle 2, or may be configured by, for example, a communication device provided by a general mobile communication terminal (for example, a smart phone).

The motor 24 converts the power obtained by the battery 1 through the controller 27 into a rotational output and transmits it to the power transmission mechanism. The output from the motor 24 is transmitted to the wheels via the power transmission mechanism, whereby the electric vehicle 2 is able to travel.

The interface 25 includes: display means for displaying control information of the control device 20; and input means for receiving information input by the operation of the user of the electric vehicle 2 as needed. The interface 25 can also be a touch panel display in which the display device and the input device are integrated.

The speedometer 26 is a measuring instrument that calculates the instantaneous traveling speed of the electric vehicle 2 based on the number of rotations of the motor 24, the power transmission mechanism, or the like, or the position information acquiring device (GPS) 22.

The controller 27 has a function of controlling the electric power supplied from the battery 1 and transmitting it to the motor 24.

[2-2. Battery Station]

Fig. 3 is a block diagram showing the configuration of the battery station 3.

As shown in FIG. 3, the battery station 3 has a controller 30, a plurality of chargers 31, a detector 32, a communication unit 33, and a power source 34. Each of the plurality of chargers 31 can be separately provided with the battery 1. The charger 31 equipped with the battery 1 receives the electric power supplied from the power source 34 in accordance with control by the controller 30, and charges the battery 1.

The controller 30 of the battery station 3 is connected to a plurality of chargers 31, detectors 32, and a communication unit 33. Therefore, the controller 30 can control the speed at which the battery 1 is charged by the charger 31 in accordance with the control information received from the management server 4 via the communication device 33. Further, the controller 30 can process the detection information acquired by the detector 32 from the battery 1 and transmit it to the management server 4 via the communication device 33.

The charger 31 is a device that is electrically connected to the battery 1, receives power supplied from the power source 34, and performs a charging operation on the battery 1. The charger 31 charges the battery 1 by, for example, a constant current constant voltage method (CC-CV method). This constant current constant voltage mode (CC The -CV method is a charging method in which charging is performed at a constant current value from the initial stage of charging, and when the voltage of the battery reaches a predetermined value as the charging progresses, the electric current value is continuously decreased while maintaining the voltage.

Further, the charger 31 can change the charging speed of the battery 1 in accordance with a control signal from the controller 30. For example, the charger 31 preferably changes the charging speed by at least two stages of normal charging at a normal speed and high-speed charging at a higher speed than normal charging. Further, the charger 31 can perform low-speed charging at a lower speed than normal charging in addition to normal charging and high-speed charging. Further, in the battery 1 charged by the constant current constant voltage method, the charging speed is approximately proportional to the charging current value. Therefore, by controlling the value of the charging current supplied from the charger 31 to the battery 1, the charging speed of the battery 1 can be freely adjusted. For example, when considering safety and durability, the battery 1 has an upper limit on the charging speed and the charging current value. Therefore, charging closer to the upper limit of the charging speed and the charging current value is set to high-speed charging, and charging closer to the lower limit of the charging speed and the charging current value is set to low-speed charging, and the current value between the high-speed charging and the low-speed charging is used. The charging performed is set to normal charging. In other words, charging at a standard speed of a certain range can be referred to as normal charging, charging at a higher speed than the range of normal charging is referred to as high-speed charging, and charging at a lower speed than the range of normal charging is referred to as low-speed charging. A detailed description of the adjustment of the charging speed of the charger 31 will be described later.

The detector 32 is for acquiring a battery charging information including an identification number, a battery residual capacity, and the like from the battery 1 in a charged state. The detector 32 can obtain the battery charging information from the BMS 10 included in the battery 1, and can directly detect and measure the identification of the battery 1 via wired communication (CAN or the like) or wireless communication (such as Bluetooth) when the battery 1 is connected. Number and battery residual capacity, etc. Further, the battery residual capacity of the battery 1 can be detected, for example, by measuring the charge and discharge current value of the battery 1 by the BMS 10 and subtracting the accumulated current from the residual capacity (full charge capacity) in the fully charged state. Electricity. The battery charging information detected by the detector 32 is transmitted to the controller 30.

The communication unit 33 is a device for the two-way communication between the battery station 3 and the management server 4 via the information communication line 6. The communication machine 33 can transmit the processed information of the controller 30 to the management server 4 or can receive information from the management server 4.

The power source 34 may be any one that can supply power to the charger 31. The composition of knowledge. For example, the renewable energy source obtained by the natural energy generator 34a can also be utilized as the power source 34. Examples of the natural energy generator 34a are a solar power generator, a solar heat generator, a wind power generator, and the like. The natural energy generator 34a is preferably disposed in the vicinity of the battery station 3. That is, the natural energy generator 34a may be mounted on the battery station or in the vicinity of the battery station. Further, the battery station can receive the supply of electric power from the natural energy generator 34 owned by the electric power company via the electric power network. Further, in the case of the power source 34, commercial power supplied from the power grid 34b can also be utilized. Moreover, the power source 34 can also be used in combination with renewable energy and commercial power.

Further, the electric power stored in the battery 1 can be sold to the outside through the battery station 3. For example, the battery station 3 can sell electric power stored in the battery 1 to a power company, a company, a general household, or the like via a power grid. Further, by storing or exchanging the battery 1 mounted in the battery station 3, the electric power stored in the battery 1 can be sold to the user.

[2-3. Management Server]

Fig. 4 is a block diagram showing the configuration of the management server 4.

As shown in FIG. 4, the management server 4 has a control unit 40, a communication unit 41, a battery library 42, an electric vehicle database 43, and a station database 44. The management server 4 performs the functions of the system by collectively managing the information related to the battery 1, the electric vehicle 2, and the battery station 3. The management server 4 can perform such functions by a server device, or can perform such functions by a plurality of server devices. The control unit 40 of the management server 4 reads the program described in the main memory and performs a predetermined calculation process based on the read program.

The control unit 40 of the management server 4 is connected to the communication unit 41, the battery database 42, the electric vehicle database 43, and the station database 44. The control unit 40 records the information received from the plurality of electric vehicles 2 and the plurality of battery stations 3 via the communication unit 41 in various databases 42, 43, and 44. Further, the control unit 40 can generate control signals for the electric vehicle 2 and the battery station 4 based on the information recorded in the various databases 42, 43, 44, and transmit the control signals to the communication unit 41.

The communication unit 41 is a device for the management server 4 to perform bidirectional communication with the electric vehicle 2 and the battery station 3 via the information communication line 6. For example, the communication unit 41 transmits a control signal generated by the control unit 40 to the electric vehicle 2 and the battery station 3. Further, the communication unit 41 can receive various kinds of information transmitted from the electric vehicle 2 and the battery station 3.

The battery database 42 is used for a plurality of batteries used in the system. Each of the 1 records the means of memory of its management information. Fig. 4 is a view showing an example of the data structure of the battery database 42. As shown in Fig. 4, the battery station database 42 uses the identification number (ID) of the battery 1 as key information, and stores various management information in association with each other. As shown in Fig. 4, the management information of the battery 1 includes information relating to the current location of the battery, the number of times of charging, the remaining capacity of the battery, the capacity of the fully charged, and the degree of deterioration.

Further, the battery data can be obtained by preliminarily storing information on a plurality of batteries that have been used in the battery database 42 in advance. By counting the statistics of the same type of batteries that have been used in the past for each battery, the management server 4 can more accurately grasp the degree of deterioration of the battery. That is, regarding the deterioration degree of the battery, in addition to the number of times of charge of the battery cells and the capacity of the full charge, more accurate prediction can be performed by comparison with the statistical data of the same battery of the same type in the past.

The information of the current location of the battery is the identification number (ID) of the electric vehicle 2 in which the battery is stored or the identification number (ID) of the battery station 3. Further, when the electric vehicle 2 or the battery station 3 can accommodate a plurality of batteries, the information of the current location of the battery is preferably displayed in a plurality of storage places of the vehicle 2 or the battery station 3, and the battery is housed. Information at that location. Further, in the example shown in Fig. 4, the identification number of the first letter "V" is the identification number of the electric vehicle, and the identification number of the first letter "S" is the identification number of the battery station.

Further, the information on the number of times the battery is charged may be set to record the number of times the battery is stored in the battery station 3, or may be set to record the number of times the battery is fully charged, or may be set to record the battery remaining after the battery is charged. The number of times the capacity becomes a specific value or ratio. However, the method of determining the number of times of charging the battery is not limited to the above method, and other well-known methods may be employed. Further, as shown in Fig. 4, the information on the number of times of charging the battery is preferably recorded at the charging speed as indicated by the number of times of high-speed charging, the number of times of normal charging, and the number of times of low-speed charging. By calculating the number of times of charging according to the charging speed, the accuracy of calculating the deterioration degree of the battery can be improved.

Further, it is preferable to record the latest battery charging information transmitted by the electric vehicle 2 or the battery station 3 with respect to the battery charging information including the identification number of the battery and the remaining battery capacity. That is, in the case where the current location of the battery 1 is an electric vehicle, the battery charging information transmitted by the communication device 23 is recorded. Again, now in battery 1 When the location is a battery station, the battery charging information transmitted by the communication device 33 of the battery station 3 is recorded. In the battery database 42, battery charging information is preferably updated to the latest.

Further, as information on the fully charged capacity of the battery, it is preferable to record the capacity of the battery that is fully charged and the capacity that is fully charged. In Fig. 4, in addition to the fully charged capacity, the rated full charge capacity is indicated in parentheses. When the battery 1 is provided with the BMS 10 for measuring and calculating the capacity of the full charge, the fully charged capacity is measured and calculated by the BMS 10.

In addition, when the battery 1 does not have the BMS 10 or the battery 1 includes the BMS 10, when the BMS 10 does not actually measure and calculate the fully charged capacity, it is considered before the start of the battery use (in the new state). It is preferable that the capacity of the fully charged battery and the deterioration of the battery are recorded in the battery data library 42 by the fully charged capacity corrected by the control unit 40 or the like. Generally, the more the battery is used, the smaller the value of the fully charged capacity becomes. At this time, the fully charged capacity is preferably a value obtained by correcting the rated full-charge capacity in accordance with the number of times of high-speed charging, the number of ordinary chargings, and the number of low-speed charging. Further, the battery at the time of high-speed charging is more likely to deteriorate than during normal charging, and the battery at the time of normal charging is more likely to deteriorate than when charging at a low speed. Therefore, in this case, it is more preferable to determine the weighted change affecting the degree of deterioration of the battery in accordance with high-speed charging, normal charging, and low-speed charging, and to obtain a fully charged capacity. As described above, by recording the number of times of high-speed charging, normal charging, and low-speed charging of each battery in the battery database 42, the recording of the number of times of charging and past statistics can be compared, and the capacity of the full charge can be more accurately estimated. Further, the calculation of the above-mentioned fully charged capacity is performed by the control unit 40 based on the information relating to the number of times of charging recorded in the battery library 42 and the information relating to the capacity of the rated full charge. However, the method of determining the fully charged capacity of the battery is not limited to the above method, and other well-known methods may be employed. For example, the capacity of the fully charged battery can be obtained by sequentially recording the resistance value when the battery 1 is charged. Further, for example, a memory other than the BMS 10 for sequentially storing the fully charged capacity may be placed in the battery 1 itself.

Further, the information relating to the degree of deterioration of the battery is calculated by the control unit 40 based on the information recorded in the battery library 42. For example, the degree of deterioration may also be a five-stage ranking of A (new) to E (old). For example, when the degree of deterioration is E, it means that the battery must be Discarded. Further, as an example of the arrangement level, the control unit 40 can compare the capacity of the full charge to obtain the degree of deterioration from the rated full-charge capacity to the actual full-charge capacity. However, in actuality, the fully charged capacity measured and calculated from the battery cells by the BMS 10 or the like may cause unevenness or low accuracy due to the external environment or the use load. At this time, it is preferable to obtain the corrected deterioration degree based on the number of times of high-speed charging, the number of ordinary chargings, and the number of low-speed charging. As described above, by recording the number of times of high-speed charging, normal charging, and low-speed charging of each battery in the battery database 42, and comparing the recording of the number of times of charging with the past statistics, the degree of deterioration can be more accurately estimated. However, the method of determining the degree of deterioration of the battery is not limited to the above method, and other well-known methods may be employed.

As described above, preferably, in the battery database 42, for each of the plurality of batteries 1, the identification number (ID) is used as the key information, and the current location of the battery, the number of times of charging, and the remaining capacity of the battery are filled. The information related to the capacity of the electric power and the degree of deterioration is recorded and recorded.

Preferably, in the electric vehicle database 43, for each of the plurality of electric vehicles 2 included in the system, the identification number (ID), the user's personal information (name, address, contact point, etc.), the vehicle The type of vehicle, the use of the battery, and the signal transmission slogan required for battery exchange are recorded and recorded. The information related to the vehicle type of the vehicle includes information related to the type, weight, fuel consumption, and model of the electric vehicle 2 of the electric vehicle 2 . The battery usage history includes an identification number (ID) of a battery used in the electric vehicle 2, an identification number (ID) of a battery station that acquires the battery, and the like. Further, the signal transmission request required for the battery exchange includes information on the number of times, the place, the time, and the like for transmitting the exchange request.

Preferably, the station database 44 records the identification number (ID), the location, the usage history of the battery, the charging history of the battery, and the like for each of the plurality of battery stations 3 included in the system. The usage history of the battery includes information on the number of times the battery 1 is taken out from the battery station 3, or the date, date and time, weather, and the identification number of the battery 3 taken out. The charging history of the battery includes information such as the identification number of the battery to be charged in the battery station.

As shown in FIG. 4, the control unit 40 of the management server 4 preferably includes the station selection means 40a, the arrival time prediction means 40b, the charging rate determining means 40c, and the deterioration degree calculating means 40d. These means 40a, 40b, 40c, 40d and the control unit 40 are read by A function block that is stored in the main memory and executes the function of the program being read. These means 40a, 40b, 40c, and 40d will be described in detail based on the processing flow of the present system described below.

[3. System processing flow]

Fig. 5 and Fig. 6 are flowcharts showing an operation example of the battery exchange system of the present invention.

Fig. 5 is a view showing the flow of the battery unit 3 when the battery 1 is newly installed. That is, the flow shown in FIG. 5 is a process of displaying a preparation stage in which the battery 1 is precharged by the battery station 3.

As shown in Fig. 5, first, one or a plurality of batteries 1 are newly installed in the battery station 3 (step S1-1). The battery 1 installed in the battery station 3 may be a new product or a used one.

When the battery station 3 newly installs the battery 1, the battery charging information including the identification number, the remaining battery capacity, and the like is extracted from the battery 1 by the detecting machine 32 (step S1-2).

The battery station 3 transmits the battery charging information including the identification number, the remaining battery capacity, and the like extracted by the detecting unit 32 to the management server 4 (step S1-3). Further, the battery station 3 starts charging of the newly installed battery 1 (step S1-4). At this time, even when the battery 1 has a small battery residual capacity, the battery station 3 performs normal charging or low-speed charging so that the battery 1 does not deteriorate. That is, at this stage, since the battery station 3 does not receive the battery exchange request from the electric vehicle 2, it is not necessary to charge the battery 1 at a high speed. Rather, in the stage where the battery exchange request from the electric vehicle 2 is not received, once the battery 1 is charged at a high speed, the battery 1 is wastefully deteriorated, which is less desirable.

On the other hand, the management server 4 receives the battery charging information including the identification number, the battery residual capacity, and the like transmitted from the battery station 3 (step S1-5). Then, the control unit 40 of the management server 4 updates the battery library 42 based on the received battery charging information (step S1-6). The update operation of the battery data base 42 is performed by updating the current location of the battery 1, updating the number of times of charging, updating the remaining battery capacity, updating the full-charge capacity, and updating the deterioration degree. As described above, the update of the fully charged capacity or deterioration degree is preferably performed by the correction based on the number of times of charging of the battery stored in the battery library 42. Moreover, the control unit 40 of the management server 4 can also be based on The battery charging information received by the battery station 3 updates the charging history recorded in the station database 44.

Next, Fig. 6 is a flow chart showing a case where the battery exchange request is made by the electric vehicle 2.

As shown in Fig. 6, first, the control device 20 of the electric vehicle 2 generates an exchange request to be placed on the battery 1 of the vehicle itself (step S2-1). The exchange request of the battery 1 may be automatically generated by the control device 20 as a result that the battery residual capacity of the battery 1 is equal to or less than a predetermined value. Further, the exchange request of the battery 1 may be manually generated by the control device 20 by a predetermined input operation by the user of the electric vehicle 1 through the interface 25.

When the battery exchange request is generated by the control device 20, the BMS 10 of the battery 1 measures and calculates the battery residual capacity of each of the storage batteries 1 mounted on the vehicle itself (step S2-2). The battery charging information including the remaining battery capacity of each battery 1 measured and calculated by the BMS 10 is transmitted to the residual capacity meter 21 of the electric vehicle 2. When the residual capacity meter 21 acquires the battery charging information including the identification number, the remaining battery capacity, and the like, the information is sent to the control device 20. Further, the acquisition of the identification number of each battery 1 and the remaining battery capacity may be directly performed by the residual capacity meter 21.

Further, when the battery exchange request is generated by the control device 20, the position information acquisition device (GPS) 22 of the electric vehicle 2 detects the current position of the vehicle itself (step S2-3). Information related to the current position of the electric vehicle 2 detected by the position information acquisition device (GPS) 22 is transmitted to the control device 20.

When the control device 20 receives the battery charging information including the identification number of the battery 1 and the battery residual capacity, and the current position of the vehicle itself, the information is transmitted to the management server 4 together with the battery exchange request ( Step S2-4).

The management server 4 receives the battery exchange request transmitted by the electric vehicle 2, the battery charging information including the identification number of the battery 1 mounted on the electric vehicle 2, the battery residual capacity, and the like, and the current position of the electric vehicle 2 Information (step S2-5). The control unit 40 of the management server 4 can also temporarily store the information received by the electric vehicle 2 in the memory. Further, the control unit of the management server 40 may record the battery exchange request received by the electric vehicle 2 in the electric vehicle database 43.

The station selecting means 40a of the control unit 40 is based on the battery exchange request The battery charging information and the current position information, which are received by the electric vehicle 2, including the identification number of the battery and the remaining battery capacity, determine the distance (reachable range) at which the electric vehicle 2 can move (step S2-6). Under a certain amount of battery residual capacity, the distance that the electric vehicle 2 can move varies depending on the type of the electric vehicle. Then, the station selecting means 40a refers to, for example, the vehicle type of the electric vehicle 2, and determines the distance to which the battery residual capacity of the battery can travel. Further, the station selecting means 40a may be set to consider the weather, the time period, the congestion state of the road, and the like when determining the range reachable by the electric vehicle 2.

Then, the station selecting means 40a of the control unit 40 selects one or a plurality of battery stations 3 included in the range reachable by the electric vehicle 2 as "candidate stations" (step S2-7). The station selection means 40a may be provided to select all of the battery stations 3 included in the range reachable by the electric vehicle 2 as candidate stations. Further, the station selecting means 40a may be provided to select only the battery station 3 closest to the electric vehicle 2. Further, the station selecting means 40a may be configured to transmit the plurality of battery stations 3 included in the range reachable by the electric vehicle 2 to the electric vehicle 2 for supplying the location of the plurality of battery stations 3 for supply. The user of the electric vehicle 2 selects one battery station 3 from a plurality of battery stations 3, and selects one battery station 3 selected by the user as a candidate station. Further, the station selecting means 40a may be configured to select, as a candidate station, any of the battery stations 3 selected by the manager of the system in a plurality of battery stations 3 included in the range reachable by the electric vehicle 2.

When the candidate station is selected, the control unit 40 of the management server 4 notifies the selected battery station 3 of the purpose (step S2-8). That is, the control unit 40 of the management server 4 may notify the candidate station of the intention that the electric vehicle 2 may pass by to exchange the battery.

The battery station 3 selected as the candidate station receives the notification from the management server 4 (step S2-9). When the battery station 3 (the candidate station) that is notified that the electric vehicle 2 is likely to pass by is received, the battery charging information is extracted by the detecting unit 32 for the plurality of batteries 1 that are charged (step S2-10). The battery charging information extracted here includes the identification number (ID) of the battery 1 and the battery residual capacity. Next, the battery station 3 selected as the candidate station transmits the battery charging information extracted by the detecting unit 32 to the management server 4 (step S2-11).

The management server 4 receives the battery charging information transmitted from the battery station 3 (step S2-12). Then, the deterioration degree calculating means 40d of the management server 4 is based on The battery charging information received by the battery station 3 and the information relating to the number of times of charging of the battery recorded in the battery library 42 determine the deterioration degree of each battery (step S2-13). Next, the control unit 40 of the management server 4 updates the battery library 42 to the latest state based on the received battery charging information (step S2-14). Here, the update operation of the battery database 42 is preferably an update of the number of times the battery 1 is charged, an update of the battery residual capacity, an update of the fully charged capacity, and an update of the deterioration degree. As described above, the update of the fully charged capacity is preferably performed by a correction based on the number of times the battery is stored in the battery library 42. Moreover, the update of the information relating to the deterioration degree of the battery is performed based on the deterioration degree obtained by the deterioration degree calculation means 40d.

On the other hand, the arrival time prediction means 40b provided in the control unit 40 of the management server 4, after selecting the candidate station by the station selection means 40a, predicts the time until the electric vehicle 2 that has requested the battery exchange reaches the candidate station ( Step S2-15). The traveling speed (for example, the legal speed) of the electric vehicle 2 varies depending on the type of the electric vehicle. Then, the arrival time prediction means 40b refers to, for example, the vehicle type of the electric vehicle 2, and predicts the time from the position at which the electric vehicle 2 transmits the battery exchange request to the arrival of the candidate station. The arrival time prediction means 40b can also be made to consider the weather, the time zone, the congestion state of the road, and the like when predicting the time when the electric vehicle 2 arrives at the candidate station.

As described above, when the battery database 42 has been updated to the latest state (step S2-14), and the arrival time of the electric vehicle 2 has been predicted (step S2-15), the charging speed determining portion 40c of the management server 4 is based on This information determines the speed at which the battery 1 is charged in the standby station (step S2-16). The charging speed determining unit 40c determines various charging factors based on the estimated arrival time of the electric vehicle 2 and the information recorded in the battery data base 42, and determines the charging speed of the battery 1 in the candidate station. The determination process of the charging speed will be described in detail with reference to FIGS. 7 to 11 . Further, the charging speed determined by the charging speed determining unit 40c is converted into a control signal by the control unit 40, and transmitted to the battery station 3 selected as the candidate station (step S2-17).

The battery station 3 selected as the candidate station receives the control signal related to the charging speed transmitted by the management server 4 (step S2-18). Next, the controller 30 of the battery station 3 controls the charging speed of the charger 31 in accordance with the control signal related to the charging speed received by the management server 4 (step S2-19).

Further, although not shown, the management server 4 may be controlled to notify the electric vehicle 2 of the position of the candidate station at the stage where the candidate station has been selected (step S2-17). The vehicle 2 is guided to the waiting station. Thereby, the electric vehicle 2 can be smoothly induced to the battery station 3 selected as the candidate station. Further, by guiding the electric vehicle, the user of the electric vehicle 2 can move the electric vehicle 2 to the battery station 3 without worrying about the battery being used up.

Further, in the present invention, the battery delivered from the battery station 3 (the candidate station) to the electric vehicle 2 does not need to be fully charged. For example, it is assumed that the driver of the electric vehicle 2 is designated to be unable to reach only one battery (that is, the battery must be exchanged in the middle). In this case, it is also possible to make a prior reservation of the battery exchange for the battery station 3 existing in a plurality of destination paths of the electric vehicle 2. For example, the management server 4 can predict the charging time of the battery by predicting the arrival time of the electric vehicle 2 for the battery station 3 present at a plurality of points on the path of the electric vehicle 2. In this case, the battery station 3 that the electric vehicle 2 will follow in the middle of the route does not need to fully charge the battery to be exchanged in advance, and the exchange target is exchanged in advance as long as the electric vehicle 2 can reach the next battery station 3. The battery can be charged. Thus, in the present invention, the charging speed of the battery performed at the battery station 3 can be controlled in accordance with various factors.

[4. Charging speed determination processing]

Next, in step S2-16, the charging speed determination processing by the charging speed determining means 40c of the management server 4 will be described in detail. An example of the charging speed determination processing is shown in Figs. 7 to 11 . However, the processing shown in FIGS. 7 to 11 is only an example, and the charging speed determination processing in the present invention is not limited to the processing illustrated in FIGS. 7 to 11 .

Fig. 7(a) shows an example of controlling the charging speed of the battery in accordance with the estimated time when the electric vehicle 2 arrives at the battery station 3 and the remaining battery capacity of the battery that is charged at the battery station 3. As described above, the estimated time of arrival is only required to take into consideration the speed and position of the electric vehicle 2, and it is predicted that the electric vehicle 2 arrives at the candidate station from the position at which the battery exchange request is transmitted. In addition, the estimated time of arrival can also be determined by considering the weather, time, and congestion of the road.

For example, as shown in Fig. 7(a), when the predicted time of arrival of the electric vehicle 2 is 30 minutes or more, and the battery residual capacity of the battery charged at the battery station 3 is 90 Ah or more Next, the battery can be set to "low speed charging". At this time, even if the battery is charged at a low speed, the battery can be fully charged before the electric vehicle 1 arrives. Moreover, when there is sufficient charging time, deterioration of the battery can be prevented by charging the battery at a low speed.

On the other hand, even if the predicted time of arrival of the electric vehicle 2 is 30 minutes or more, when the battery residual capacity of the battery charged in the battery station 3 is 70 Ah or less, the battery is "high-speed charged". Thereby, the battery can be fully charged during the period until the electric vehicle 1 arrives.

Further, in the embodiment shown in Fig. 7(a), when the predicted time of arrival of the electric vehicle 2 is within 15 minutes and the battery residual capacity of the battery is 70 Ah or less, the battery is "normally charged". The reason for performing such a treatment is that even if the battery is charged at a high speed, the completion of the electric vehicle 2 is not completed. Therefore, it is preferable to perform normal charging to prevent deterioration of the battery.

Fig. 7(b) shows the distance that the electric vehicle 2 can travel after reaching the battery station 3 (the standby station) in addition to the estimated time of arrival of the electric vehicle 2 and the battery residual capacity of the battery that is charged at the battery station 3. An example of controlling the charging speed of a battery. The distance that the electric vehicle 2 can travel after reaching the candidate station is an indicator indicating the urgency of the battery exchange. That is, if the electric vehicle 2 can only travel at a short distance after reaching the candidate station, it can be said that the urgency of exchanging the battery of the electric vehicle 2 is high. On the other hand, if the electric vehicle 2 can travel a long distance after reaching the candidate station, it can be said that the urgency of exchanging the battery of the electric vehicle 2 is low. Here, the range in which the electric vehicle 2 can travel can be calculated by considering the battery residual capacity of the battery mounted on the electric vehicle 2 and the type of the vehicle. Moreover, the distance that the electric vehicle 2 can travel after reaching the candidate station can be calculated by subtracting the distance between the electric vehicle 2 and the candidate station from the range in which the electric vehicle 2 can travel.

For example, as shown in FIG. 7(b), it is assumed that when the battery residual capacity of the battery charged by the battery station 3 is 70 Ah, when the predicted time of arrival of the electric vehicle 2 is within 30 minutes, and the electric vehicle 2 arrives at the standby station, When the distance traveled is within 5 km, the battery exchange of the electric vehicle 2 has high urgency. Therefore, in this case, the battery is "high-speed charged".

On the other hand, even if the predicted time of arrival of the electric vehicle 2 is within 30 minutes, when the distance that the electric vehicle 2 can travel after reaching the candidate station is 10 km or more, the battery of the electric vehicle 2 is delivered. The urgency of the change is low. Therefore, in this case, the battery is "normally charged" to prevent deterioration of the battery as a priority.

Fig. 7(c) shows an example in which the usage history of the battery station 3 is used, the timing of battery exchange is predicted, and the charging speed of the battery is controlled based on the prediction. As described above, by predicting the timing of the battery exchange, even when the information relating to the position information or the battery residual capacity cannot be obtained from the electric vehicle 2, when the electric vehicle 2 reaches the battery station 3, the battery that needs to be fully charged can be improved. The possibility. For example, in the example shown in Fig. 7(c), the frequency of use of the battery station 3 is obtained from the past usage history based on the current time zone, the weather, and the day of the week. Then, "high-speed charging" is performed for a period of time, weather, and a certain day of the week, and "low-speed charging" is performed for a period of use frequency, weather, and a certain day of the week.

For example, when the frequency of use of the battery station 3 is not observed depending on the weather, the frequency of use is high on sunny days and cloudy days, and the frequency of use is less on rainy days. Moreover, when the frequency of use of the battery station 3 is not observed for a certain week of the week, the frequency of use on weekdays is large, and the frequency of use of holidays and festivals is reduced. Further, when the frequency of use of the battery station 3 is viewed in accordance with the time zone, the morning and evening commute peak times are frequently used, and the frequency of use at night is reduced. In the example shown in Fig. 7(c), the past use tracking predicts the timing of battery exchange, and controls "high-speed charging", "normal charging", and "low-speed charging" of the battery.

FIG. 8 shows an example in which the number of deterioration levels of the plurality of storage batteries that are charged in the battery station 3 is set in advance, and the degree of deterioration of each battery in the battery station 3 is averaged to control the charging speed of each battery. That is, in the battery library 42 provided in the management server 4, the degree of deterioration is recorded for each of the plurality of batteries. The information relating to the degree of deterioration of the battery is determined based on information relating to the number of times the battery is charged and the capacity of the battery being fully charged. By averaging the deterioration degrees of the respective batteries, the batteries that have deteriorated in a plurality of battery stations 3 located in one battery station 3 or in a specific geographical range can be replaced at one time.

In the example shown in Fig. 8, the degree of deterioration of the battery 1 being charged is indicated by A to E for a plurality of battery stations 3 located in a specific geographical range. Among the deterioration degrees A to E, "A" means the latest, and "E" means the oldest. When viewing four battery stations 3 in a specific geographical range shown in Fig. 8, there are a plurality of high deterioration degrees and are close to being replaced with new products. In the battery 1 of the period, there is also a battery 1 which is low in deterioration and relatively new. Therefore, regarding the battery 1 having a high degree of deterioration and being old, it is preferable to perform high-speed charging and perform normal charging or low-speed charging to suppress deterioration of the battery 1. On the other hand, in the battery 1 which is low in deterioration and relatively new, it is preferable to actively perform high-speed charging, and it is preferable to promote deterioration of the battery 1 to match the deterioration degree of the other old battery 1. For example, in one battery station 3, the new battery 1 having a large difference from the deterioration degree of the other battery 1 is set to be frequently charged at a high speed and often used preferentially, and the deterioration is deliberately promoted. good. Further, even if a new battery 1 is present in one battery station 3, it is preferable to use it as a priority when the difference in deterioration degree from the other battery 1 is small, and it is preferable to control the high-speed charging as much as possible. When the charging rate of the battery 1 is determined as described above, it is preferable to determine "high-speed charging" and "normal" for the purpose of averaging the deterioration degree of the other battery 1 so as to make the deterioration degree of the other battery uniform. Charging" or "low speed charging".

Fig. 9 is a view showing an example in which a plurality of batteries charged in one battery station 3 are controlled in such a manner that the battery residual capacity becomes uniform. That is, in the case of such charging speed control, when it is necessary to exchange a plurality of batteries 1 for one electric vehicle 2, it is not preferable to fully charge any of the batteries 1 in the same battery station 3, but to give priority to The battery residual capacity of all of the batteries 1 is nearly equal. The reason is that the performance (speed, travel distance) of the vehicle as a whole is affected by the performance of the battery with the least deterioration of the battery or the remaining capacity of the battery, which is driven by a plurality of batteries.

Further, the commercial power source that supplies electric power to the battery station 3 mainly limits the current value (A) and the current amount (Ah). For example, the current value (A) of the normal electric power supplied from the power grid is restricted by each store based on the contract content of the electric power company or the like. Further, in the case where electric power obtained by a renewable energy system (for example, a solar power generation device) is supplied to the battery station 3, the current value (A) and the current amount (Ah) are proportional to the solar illuminance and the sunshine time. restricted. Therefore, when limiting the current value (A) and the current amount (Ah), in order to uniformize the battery residual capacity of a plurality of batteries in one battery station 3, it is necessary to appropriately control the charging speed of each battery (= charging current) value).

For example, in the example shown in Fig. 9, the current value (A) supplied to one battery station 3 has a limit of 60A. Also, the battery 1 that is managed in one battery station 3 There are four in number, and the residual capacity of each battery is set to 90Ah, 90Ah, 80Ah and 80Ah respectively. Moreover, the time when the electric vehicle 1 arrived at the battery station 3 was set to 1 hour. In this case, for the two batteries 1 that have been charged up to 90 Ah, a relatively low "low speed charging" is performed at 10 Ah (10 A x 1 h). On the other hand, for the two batteries 1 which have only been charged up to 80 Ah, a higher "high speed charging" is performed at 20 Ah (20 A x 1 h). In this manner, it is preferable to adjust the charging speed (=charging current value) of each battery 1 to adjust the charging speed of each battery 1, and to prepare a plurality of identical battery residual capacities at the time when the electric vehicle 1 arrives. Battery.

Fig. 10 is a view showing an example in which the charger 31 in one battery station 3 can be used as a power source by the battery 1 mounted in the other charger 31. In the example shown in Fig. 10, it is considered that the charger 31 can control the charging speed by using the battery 1 installed in the other charger 31 as a power source to uniformize the battery residual capacity of the plurality of batteries.

First, Fig. 10(a) shows a case where each of the chargers 31 cannot use the battery 1 attached to the other charger 31 as a power source. For example, assume that the amount of current from an external power supply is limited to 25 Ah. Further, four storage batteries 1 are housed in the battery station 3, and the battery residual capacities of the respective storage batteries 1 are 95 Ah, 85 Ah, 70 Ah, and 65 Ah, respectively. Moreover, the time when the electric vehicle 1 arrived at the battery station 3 was set to 1 hour. In this case, it is assumed that when each of the chargers 31 cannot use the battery 1 installed in the other charger 31 as a power source, it is difficult to make the battery residual capacity of the four batteries 1 uniform after one hour of the arrival of the electric vehicle 2. Chemical. For example, assume that the battery 1 having a battery residual capacity of 70 Ah is charged at 10 Ah (10 A × 1 h), and the battery 1 having a battery residual capacity of 65 Ah is charged at 15 Ah (15 A × 1 h). However, as a result, the battery residual capacity of the four batteries 1 became 95 Ah, 85 Ah, 80 Ah, and 80 Ah, which could not be completely uniformized.

On the other hand, FIG. 10(b) shows a case where each of the chargers 31 can use the battery 1 charged in the other charger 31 as a power source. Here, in the example of Fig. 10(b), even if the battery residual capacity and the current amount of the battery 1 are limited, the same conditions as those of Fig. 10(a) are set. However, in the example shown in FIG. 10(b), each of the chargers 31 can use the battery 1 installed in the other charger 31 as a power source. Therefore, it is possible to supply electric power to the charging of the other storage battery 1 with the battery 1 charged to 95 Ah which has the largest battery residual capacity as a power source. For example, from the battery 1 that is charged to 95 Ah, the current is reversed by -10 Ah (-10 A x 1 h). The power of the battery 1 supplied by the battery residual capacity 95Ah is used for the battery residual capacity The battery 1 of 70 Ah and the battery 1 of the battery residual capacity of 65 Ah are charged. In this way, the battery 1 having a battery residual capacity of 70 Ah can be charged at 15 Ah (15 A × 1 h), and the battery 1 having a battery residual capacity of 65 Ah can be charged at 20 Ah (20 A × 1 h). As a result, the battery residual capacity of the four batteries 1 became 85 Ah after the electric vehicle 2 arrived for one hour, and the battery residual capacity became uniform. As described above, by charging the other storage battery 1 with the battery 1 having a relatively large battery residual capacity accommodated in one battery station 3, it is possible to easily uniformize the battery residual capacity of each battery 1.

The eleventh figure shows an example in which the renewable energy source obtained by the natural energy generator provided in the battery station 3 is used to the maximum extent to charge the battery 1. Examples of natural energy generators are solar generators, solar thermal generators, and wind turbines. Here, a case where the natural energy generator is a solar power generator will be described as an example. When the battery station 3 is equipped with a solar power generator, it is desirable to charge the battery 1 with the use of renewable energy obtained by a solar power generator to control the use of commercial power. In particular, the charging of the battery 1 is preferably 100% by using a renewable energy source. However, since the solar power generator converts the sun's sunlight into an energy source, there is a limit on the current value (A) and the current amount (Ah) that can be supplied. In addition, the solar generator can charge the battery 1 during the sun's sunshine period (the period during which the natural energy generator can generate electricity), but in the non-sunlight period of the sun (the period during which the natural energy generator cannot generate electricity), it is difficult to charge the battery. 1 charging. Further, as described above, it is also desirable to make the battery residual capacity of each of the batteries 1 as uniform as possible.

Therefore, in the example shown in Fig. 11, it is assumed that in the non-sunlight period of the sun, by charging the other battery in the battery 1 in the battery station 3 as a power source, the battery residual capacity of each battery 1 can be previously determined as much as possible. It is uniformized, and at the same time as the sunshine period of the sun, the charging of each battery whose battery residual capacity is uniform is simultaneously performed.

First, Fig. 11(a) shows an example in which the charging of the battery 1 is not performed during the non-sunlight period of the sun. For example, four battery cells 1 are housed in the battery station 3, and the battery residual capacities of the batteries 1 are set to 95 Ah, 85 Ah, 75 Ah, and 65 Ah, respectively. Further, it is assumed that the electric vehicle 2 reaches the battery station 3 after one hour has elapsed after the sunshine period that has become the sun. In this case, when switching from the non-sunlight period of the sun to the sunshine period, if the battery residual capacity of the battery 1 in the battery station 3 is not uniform, when it becomes the sunshine period of the sun, even if it is obtained by the solar generator Renewable energy for high-speed charging, I am afraid Some of the batteries did not finish charging. For example, as shown in Fig. 11(a), even after charging for one hour after the sun exposure period of the sun, it is difficult to uniformize the battery residual capacity of each battery 1 when the electric vehicle 2 arrives.

In contrast, Fig. 11(b) shows that the battery residual capacity of each battery 1 can be previously charged by charging the other battery in the battery station 3 by using the battery 1 in the battery station 3 as a power source even in the non-sunlight period of the sun. Try to be as uniform as possible. For example, in the non-sunlight period of the sun, the battery 1 having a battery residual capacity of 95 Ah is supplied with a current amount of 15 Ah for the battery 1 having a battery residual capacity of 65 Ah to be precharged. Further, the battery 1 having a battery residual capacity of 85 Ah was supplied with a current amount of 5 Ah for the battery 1 having a battery residual capacity of 75 Ah to be precharged. In this way, in the non-sunlight period of the sun, the battery residual capacity of each of the batteries 1 becomes 80 Ah and is uniformized. Then, in this state, in a state where the battery residual capacity of each of the batteries 1 is uniform, the non-sunlight period of the sun is switched to the sunshine period. Thereby, charging of the battery 1 is started by the renewable energy source obtained from the solar generator. At this time, since the battery residual capacity of each battery 1 is uniform, by charging each battery 1 with a current amount of 20 Ah, it is possible to prepare a plurality of battery residual capacities to be uniform when the electric vehicle 2 arrives. Battery 1 in an electrical state. In this way, when the battery station 3 is provided with a solar power generator, by utilizing the non-sunlight period of the sun, the battery residual capacity of each battery 1 is previously made uniform, and the solar photovoltaic generator can be utilized to the maximum extent. renewable energy.

In the description of the present invention, the preferred embodiments of the present invention will be described with reference to the drawings. However, the present invention is not limited to the above-described embodiments, and includes modifications and improvements that are obvious to those skilled in the art of the present invention based on the matters described in the present specification.

For example, in the present invention, the battery that is delivered from the battery station 3 (the candidate station) to the electric vehicle 2 does not necessarily have to be fully charged. For example, suppose that the driver of the electric vehicle 2 is designated to be a destination that cannot be reached by only one battery (that is, the battery must be exchanged midway). In this case, it is also possible to make a prior reservation of the battery exchange for the plurality of battery stations 3 existing in the destination route of the electric vehicle 2. For example, the management server 4 can predict the charging time of the battery by predicting the arrival time of the electric vehicle 2 for the plurality of battery stations 3 existing on the path of the electric vehicle 2. In this case, the battery station 3 that the electric vehicle 2 is on the way to the route, It is not necessary to fully charge the battery of the exchange target in advance, and it is only necessary to precharge the battery to be exchanged to the extent that the electric vehicle 2 can reach the next battery station 3. As described above, in the present invention, the charging speed of the battery performed at the battery station 3 can be controlled in accordance with various factors.

[The possibility of industrial use]

The present invention relates to a battery exchange system for an electric vehicle. Therefore, the present invention can contribute to the realization of a society that uses green energy.

1‧‧‧Battery

2‧‧‧Electric vehicles

3‧‧‧ battery station

4‧‧‧Management Server

5‧‧‧Communication station

6‧‧‧Information communication lines

10‧‧‧Battery Management System (BMS)

100‧‧‧Battery exchange system

Claims (9)

A battery exchange system comprising: a plurality of electric vehicles (2), which can be driven by driving a motor by using one or a plurality of exchangeable batteries (1) mounted on the vehicle; a plurality of battery stations (3) can be used The battery (1) is charged; and the management server (4) interconnects the electric vehicle (2) and the battery station (3) through a communication network, wherein the electric vehicle (2) has: position information acquisition a device (22) for obtaining current position information of the vehicle itself; and a communication device (23) for transmitting the exchange request of the battery together with the position information to the management server, wherein the battery station (3) has One or a plurality of chargers (31) for adjusting the charging speed and charging the installed battery, and the control unit (40) of the management server (4) has an arrival time prediction means (40b) from the foregoing When receiving the exchange request of the battery, the electric vehicle (2) predicts the time at which the electric vehicle (2) reaches the battery station (3) based on at least the position information of the electric vehicle (2); and the charging speed The means (40c) determines the charging speed of the battery of the charger (31) installed in the battery station (3) according to the estimated time when the electric vehicle (2) reaches the at least one battery station (3), and the management servo The communication unit (41) of the device (4) transmits information related to the charging speed of the battery determined by the charging speed determining means (40c) to the battery station (3), and the battery station (3) is based on The charging speed of the battery installed in the charger (31) is controlled by information related to the charging speed received from the management server (4). The battery exchange system according to claim 1, wherein the electric vehicle (2) further includes a residual capacity meter (21) for obtaining a battery including one or a plurality of batteries mounted on the vehicle itself. The battery charging information of the residual capacity, wherein the communication device (23) transmits the exchange request of the battery together with the position information and the battery charging information to the management server, and the control unit (40) of the management server (4) Further, a station selection means (40a) is included, and the station selection means is based on battery charging information of the battery mounted on the electric vehicle (2) and the electric charging when receiving the exchange request of the battery from the electric vehicle (2) Location information of the vehicle (2), And one or a plurality of battery stations (3) reachable by the electric vehicle (2) are selected as candidate stations, and the arrival time prediction means (40b) predicts the electric vehicle based on at least the position information of the electric vehicle (2). 2) The time at which the charging station is reached, the charging speed determining means (40c) determines the battery of the charger (31) installed in the candidate station based on at least the estimated time that the electric vehicle (2) arrives at the candidate battery station. At the charging speed, the communication unit (41) transmits information related to the charging speed of the battery determined by the charging speed determining means (40c) to the battery station (3) selected as the candidate station. The battery exchange system of claim 1, wherein the battery station (3) further has: a detector (32) for detecting a battery residual capacity including a battery installed in the charger (31) The battery charging information; and the communication device (33), wherein the battery charging information is transmitted to the management server (4), and the charging speed determining means (40c) of the management server (4) is based on the battery The information relating to the battery residual capacity of the battery received by the station (3) and the estimated time of the electric vehicle (2) reaching the battery station (3) determine the charger (31) installed in the battery station (3). The charging speed of the battery. The battery exchange system of claim 1, wherein the battery station (3) further comprises: a detector (32) for detecting an identification number of the battery including the charger (31); The battery charging information of the battery residual capacity; and the communication machine (33), wherein the battery charging information can be transmitted to the management server, and the management server (4) further has a battery database (42), the battery database is based on The number of times of the battery identification number received by the battery station (3) is recorded according to each battery, and the charging speed determining means (40c) of the management server (4) is based on and recorded in the battery data. The information on the number of times the battery is charged in the library (42) and the estimated time that the electric vehicle arrives at the battery station (3) determine the charging speed of the battery installed in the charger (31) of the battery station (3). The battery exchange system of claim 1, wherein the battery station (3) further comprises: a detector (32) for detecting an identification number of the battery included in the charger (31). The battery charging information; and the communication device (33), wherein the battery charging information is transmitted to the management server, and the management server (4) further has the deterioration degree of each battery in association with the identification number of each battery. In the battery data base (42), the charging speed determining means (40c) of the management server (4) refers to at least one battery station when receiving an exchange request from the electric vehicle (2). Receiving the identification number of the battery, reading the deterioration degree of the battery associated with the identification number of the battery from the battery database (42), and determining the installation on the battery according to the degree of deterioration of the read battery The charging speed of the battery of the station's charger (31). The battery exchange system of claim 4, wherein the battery station (3) has a plurality of the foregoing chargers (31), and the charging speed determining means (40c) of the management server (4) is for loading One or a plurality of chargers (31) of a plurality of batteries (1) provided in one battery station (3) for the plurality of batteries during the period when the electric vehicle (2) reaches the battery station (3) The manner in which the remaining battery capacity is close to an equal value determines the charging speed of each battery. The battery exchange system of claim 6, wherein each of the plurality of chargers (31) can be installed in the vehicle itself by using a battery installed in another charger (31) as a power source. The battery is charged, and the charging speed determining means (40c) of the management server (4) is for a plurality of batteries (1) of one or a plurality of chargers (31) installed in one battery station (3), When the electric vehicle (2) reaches the battery station, the battery residual capacity of the plurality of batteries approaches an equal value, and at least one battery is used as a power source to determine the charging speed of each battery. The battery exchange system of claim 6, wherein the battery station can receive a supply of power from a natural energy generator (34a), each of the plurality of chargers (31) being installable from the other The battery of the charger (31) and the aforementioned natural energy generator (34a) receive the supply of electric power to be stored in the vehicle itself. The battery is charged, and the charging speed determining means (40c) of the management server (4) is for a plurality of batteries (1) installed in one or a plurality of chargers (31) in one battery station (3), In the period in which the natural energy generator cannot generate power, the charging capacity of each battery when at least one battery is used as the power source is determined in such a manner that the battery residual capacity of the plurality of batteries is close to an equal value, and the natural energy generator can generate electricity. In the period from the time when the electric vehicle (2) reaches the battery station (3), the battery residual capacity of the plurality of batteries is close to an equal value, and the natural energy generator (34a) is used as the power source. The charging speed of each of the aforementioned batteries. A computer program for causing a server device to function as a management server (4) in a battery exchange system according to claim 1 of the patent application.