Power storage pack, electric vehicle, and charging device

Abstract

The control unit (12) of the power storage pack (10) performs authentication communication with the control unit (32) of the electric vehicle (30) using the pattern of current flowing in the power line when the power storage pack (10) is mounted on the electric vehicle (30). The control unit (12) of the power storage pack (10) measures the contact resistance between the power storage pack (10) and the electric vehicle based on the voltage on the power storage pack (10) side of the power line, the voltage on the electric vehicle side of the power line received from the control unit (32) of the electric vehicle, and the current during the authentication communication using the pattern of current flowing in the power line.

Description

Technical Field

[0001] The present disclosure relates to a power storage pack that is detachably attached to an electric vehicle, the electric vehicle, and a charging device. Background Art

[0002] In recent years, electric motorcycles (electric scooters) and electric bicycles have become increasingly popular. These vehicles typically use portable, removable battery packs. When batteries are used as a power source for a motorcycle (scooter), recharging takes longer than using liquid fuels such as gasoline (charging time is longer than refueling time).

[0003] Therefore, a configuration is considered in which, when the remaining capacity of a battery pack decreases, a pre-charged battery pack is replaced with the battery pack with the reduced remaining capacity at the nearest charging station, thereby shortening the time required for energy replenishment.

[0004] Furthermore, to reduce the number of battery pack terminals, wireless communication can be used to transmit and receive control signals between the battery pack and the vehicle or charger. In the aforementioned configuration involving frequent battery pack replacement, using a battery pack that transmits and receives control signals via wireless communication can create a situation where multiple vehicles or chargers are within range of the battery pack.

[0005] Under such circumstances, the control unit of one vehicle could mistakenly control a battery pack installed in another nearby vehicle. Furthermore, the charger's control unit could fail to control the battery pack installed in one charging slot and mistakenly control a battery pack installed in another charging slot. In such situations, the overall safety and security of the charging system cannot be guaranteed.

[0006] Therefore, the present inventors have developed a method that utilizes the pattern of current flowing from a vehicle or charging device along a power line to a battery pack to transmit identification information, and transmits the identification information back from the battery pack to the vehicle or charging device via wireless communication, thereby correctly identifying the battery pack installed in the vehicle or charging device.

[0007] Patent Document 1 discloses a technology that eliminates the current sensing resistor by detecting overcurrent using a circuit that uses a reference voltage equal to the product of the on-resistance of a switch circuit connected between a secondary battery and an external power supply terminal and the overcurrent value. This technology does not provide overcurrent protection during the authentication process when installing a battery pack.

[0008] Prior art literature

[0009] Patent Literature

[0010] Patent Document 1: Japanese Patent Application Laid-Open No. 6-284594 Summary of the Invention

[0011] Problems to be solved by the invention

[0012] The present disclosure has been made in view of such circumstances, and an object of the present disclosure is to provide a technique for efficiently measuring the contact resistance between a power storage pack and an electric vehicle or a charging device after the power storage pack is mounted thereon.

[0013] Solutions for solving problems

[0014] To address the aforementioned issues, a power storage pack according to one embodiment of the present disclosure includes: a power storage unit for supplying power to an electric vehicle; and a control unit for communicating with the control unit of the electric vehicle for authentication using a pattern of current flowing in a power line when the power storage pack is mounted on the electric vehicle. The control unit of the power storage pack measures the contact resistance between the power storage pack and the electric vehicle based on the voltage on the power storage pack side of the power line, the voltage on the power line side of the electric vehicle received from the control unit of the electric vehicle, and the current during authentication communication using the pattern of current flowing in the power line.

[0015] Effects of the Invention

[0016] According to the present disclosure, after the power storage pack is mounted on an electric vehicle or a charging device, the contact resistance between the two can be efficiently measured. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 This is a conceptual diagram of a vehicle system using a replaceable battery pack according to an embodiment.

[0018] Figure 2 It is a diagram showing a configuration example of a charging device according to an embodiment.

[0019] Figure 3 It is a diagram showing a configuration example of a vehicle according to an embodiment.

[0020] Figure 4 1 is a diagram showing a system configuration example of a battery pack and a vehicle control unit mounted on a vehicle according to an embodiment.

[0021] Figure 5 This is a diagram illustrating the basic concept of a process in which a vehicle control unit authenticates a battery pack mounted in a mounting slot of a vehicle.

[0022] Figure 6 This is a diagram schematically showing a flow of assigning an ID to a battery pack after replacement when a battery pack mounted in a mounting slot of a vehicle is replaced.

[0023] Figure 7 This is a sequence diagram (part 1) showing a detailed process flow when replacing a battery pack mounted in a mounting slot of a vehicle.

[0024] Figure 8 This is a sequence diagram (part 2) showing a detailed process flow when replacing a battery pack mounted in a mounting slot of a vehicle.

[0025] Figure 9 It shows Figure 7 A sequence diagram (part 1) showing the flow of processing according to a modified example of the processing shown.

[0026] Figure 10 It shows Figure 8 A sequence diagram (part 2) showing the flow of processing according to a modified example of the processing shown. DETAILED DESCRIPTION

[0027] Figure 1 This is a conceptual diagram of a vehicle system 1 according to an embodiment that uses a replaceable battery pack 10. Vehicle system 1 includes multiple battery packs 10, at least one charging device 20, and multiple vehicles 30. In this embodiment, electric motorcycles (electric scooters) are assumed as vehicles 30.

[0028] The battery pack 10 is a portable, removable, and replaceable battery pack that can be installed in either the installation slot of the vehicle 30 or the charging slot of the charging device 20. The battery pack 10 is charged while installed in the charging slot of the charging device 20. The charged battery pack 10 is removed by the user (usually the driver of the vehicle 30) and installed in the installation slot of the vehicle 30. The battery pack 10 installed in the installation slot of the vehicle 30 discharges while the vehicle 30 is traveling, and the remaining capacity decreases as the vehicle 30 is driven. The battery pack 10 with a reduced remaining capacity is removed by the user and installed in the charging slot of the charging device 20. The user removes a charged battery pack 10 from another charging slot of the charging device 20 and installs it in the installation slot of the vehicle 30. Through this operation, the battery pack 10 with a reduced remaining capacity is replaced with a charged battery pack 10. As a result, the user does not need to wait while the battery pack 10 is charged, and the vehicle 30 can start driving again in a short time.

[0029] In this method, since the battery pack 10 is frequently loaded and unloaded, the connector portion of the battery pack 10 that contacts the connector portion of the installation slot of the vehicle 30 or the connector portion of the charging slot of the charging device 20 tends to deteriorate more rapidly. As a countermeasure, in this embodiment, control signals are sent and received between the vehicle 30 and the battery pack 10 or between the charging device 20 and the battery pack 10 via wireless communication. This makes it possible to remove the terminals for the communication lines from the connector. Terminals for the power lines can simply be provided in the connector. In this embodiment, since wired communication via the connector is not used when sending and receiving control signals, it is possible to prevent the control signals from being interrupted due to connector defects.

[0030] Wireless communication between the vehicle 30 and the battery pack 10, between the charging device 20 and the battery pack 10, and between the vehicle 30 and the charging device 20 utilizes short-range wireless communication. Examples of short-range wireless communication include Bluetooth (registered trademark), Wi-Fi (registered trademark), and infrared communication. In this embodiment, BLE (Bluetooth (registered trademark) Low Energy) is assumed as the short-range wireless communication.

[0031] BLE is one of the extension standards of Bluetooth (registered trademark) and is a low-power, short-range wireless communication standard that uses the 2.4GHz frequency band. BLE has low power consumption, which can be driven for several years with a single button battery. Therefore, it is suitable for battery driving, and the impact on the remaining capacity of the battery pack 10 is considered to be almost negligible. In addition, since modules for BLE communication are available in large quantities on the market, they can be obtained at low cost. In addition, BLE has a high affinity with smartphones and can provide various services that collaborate with smartphones.

[0032] When using a normal level 2 device, the range of BLE radio waves is about 10m. Therefore, it is possible that there are multiple vehicles 30, multiple battery packs 10, and charging devices 20 within the communication range of BLE. Since multiple charging slots are provided in the charging device 20, the charging device 20 needs to wirelessly communicate with each of the multiple battery packs 10 installed in the multiple charging slots. That is, a 1:N network is formed between the charging device 20 and the multiple battery packs 10. Similarly, when multiple installation slots are provided in the vehicle 30, the vehicle 30 needs to wirelessly communicate with each of the multiple battery packs 10 installed in the multiple installation slots. That is, a 1:N network is formed between the vehicle 30 and the multiple battery packs 10.

[0033] Therefore, a structure is required to ensure that the battery pack 10 installed in a specific charging slot of the charging device 20 is the same as the battery pack 10 that is the specific communication object of the charging device 20. Similarly, a structure is required to ensure that the battery pack 10 installed in a specific installation slot of the vehicle 30 is the same as the battery pack 10 that is the specific communication object of the vehicle 30. In this embodiment, identification information (ID) is used to confirm the identity of the battery pack 10 connected physically and the battery pack 10 connected via wireless communication. The identification information (ID) can be temporary identification information. In addition, the identification information (ID) can also include identification information unique to each device.

[0034] Figure 2 2 is a diagram showing a configuration example of a charging device 20 according to an embodiment. The charging device 20 includes a charging stand 21, a control unit 22, a display unit 27, an operating unit 28, and a charging unit 29. The control unit 22 includes at least a processing unit 23, an antenna 25, and a wireless communication unit 26.

[0035] The charging station 21 has a plurality of charging slots SLc1-SLc8 for mounting a plurality of battery packs 10. Figure 2 In the example shown, the number of charging slots is 8, but the number of charging slots may be 2 or more, for example, 4.

[0036] Each charging slot SLc1-SLc8 has a connector with a positive terminal and a negative terminal. When the battery pack 10 is installed, each charging slot SLc1-SLc8 is electrically connected to the positive and negative terminals of the battery pack 10 connector. The negative terminal portion of the connector of each charging slot SLc1-SLc8 and the negative terminal portion of the connector of the battery pack 10 can each be formed from a solid ground wire (Japanese: ベタGND). In this case, a pin included in the battery pack 10 connector can be used as one of the positive terminal pins, thereby reducing protrusions on the connector that are prone to causing problems.

[0037] The processing unit 13 of each battery pack 10 mounted on the charging station 21 (see Figure 4 ) uses short-range wireless communication and power lines to send and receive control signals with the processing unit 23 in the control unit 22. The specific method of sending and receiving control signals between the two will be described later.

[0038] The positive and negative terminals of each charging slot SLc1-SLc8 are connected to the positive and negative terminals of the charging unit 29, respectively. The charging unit 29 is connected to the commercial power system 2 and can charge the battery pack 10 mounted on the charging stand 21. The charging unit 29 generates DC power by full-wave rectifying the AC power supplied from the commercial power system 2 and smoothing it using a filter.

[0039] Relays (not shown) are provided between the positive and negative terminals of the charging unit 29 and the positive and negative terminals of the charging slots SLc1-SLc8. The processing unit 23 controls the conduction / disconnection of the charging slots SLc1-SLc8 by controlling the on / off switching of these relays.

[0040] Furthermore, a DC / DC converter (not shown) may be provided between the positive and negative terminals of the charging unit 29 and the positive and negative terminals of each charging slot SLc1-SLc8. In this case, the processing unit 23 can control the charging voltage or charging current of each battery pack 10 by controlling the DC / DC converter. For example, constant current (CC) charging or constant voltage (CV) charging can be performed. Furthermore, the DC / DC converter may be provided within the battery pack 10. Furthermore, if an AC / DC converter is installed within the battery pack 10, the battery pack 10 can also be charged using AC power from the charging unit 29.

[0041] The processing unit 23 is comprised of, for example, a microcomputer. The wireless communication unit 26 performs short-range wireless communication processing. In this embodiment, the wireless communication unit 26 comprises a Bluetooth Low Energy (BLE) module, and the antenna 25 comprises a chip antenna or pattern antenna built into the BLE module. The wireless communication unit 26 outputs data received via short-range wireless communication to the processing unit 23 and transmits data input from the processing unit 23 via short-range wireless communication.

[0042] The processing unit 23 can obtain battery status information from the battery pack 10 mounted on the charging station 21. As the battery status information, the processing unit 23 can obtain the battery status information of the plurality of battery cells E1-En in the battery pack 10 (see Figure 4 ) at least one of the voltage, current, temperature, SOC (State Of Charge), and SOH (State Of Health).

[0043] Display unit 27 includes a display that displays instructions for the user (typically the driver of vehicle 30) using charging device 20. Operation unit 28 is a user interface, such as a touch panel, that receives user operations. Charging device 20 may also include a speaker (not shown) that outputs voice instructions to the user.

[0044] Figure 3 3 is a diagram illustrating a configuration example of a vehicle 30 according to an embodiment. The vehicle 30 includes a battery mounting portion 31, a vehicle control unit 32, an instrument panel 39, an inverter 310, a motor 311, and tires 312. The vehicle control unit 32 includes at least a processing unit 33, an antenna 35, and a wireless communication unit 36.

[0045] The battery mounting portion 31 has at least one mounting slot SLa1-SLa2 for mounting at least one battery pack 10. Figure 3 In the example shown, the number of mounting slots is 2, but the number of mounting slots may be 1 or 3 or more.

[0046] Each mounting slot SLa1-SLa2 has a connector including a positive terminal and a negative terminal. When the battery pack 10 is mounted, each mounting slot SLa1-SLa2 is electrically connected to the positive and negative terminals included in the connector of the battery pack 10. The negative terminal portion of the connector of each mounting slot SLa1-SLa2 may also be formed of a solid ground wire.

[0047] The processing unit 13 of each battery pack 10 mounted on the battery mounting portion 31 (see Figure 4 ) uses short-range wireless communication and power lines to send and receive control signals with the processing unit 33 in the vehicle control unit 32. The specific method of sending and receiving control signals between the two will be described later.

[0048] The multiple positive terminals of the multiple mounting slots SLa1-SLa2 are connected to the positive power bus, and the multiple negative terminals are connected to the negative power bus. Thus, the multiple battery packs 10 installed in the multiple mounting slots SLa1-SLa2 are electrically connected in parallel. Therefore, the greater the number of battery packs 10 installed in the battery mounting portion 31, the greater the capacity. Alternatively, the multiple battery packs 10 installed in the multiple mounting slots SLa1-SLa2 can be electrically connected in series. In this case, the output voltage can be increased.

[0049] The positive and negative terminals of the battery mounting unit 31 are connected to the positive and negative terminals of the inverter 310 via a main relay RYm. The main relay RYm functions as a contactor between the vehicle 30 and the battery pack 10. The processing unit 33 controls the connection and disconnection between the vehicle 30 and the battery pack 10 by controlling the on / off switching of the main relay RYm.

[0050] During power operation, the inverter 310 converts the DC power supplied from the battery pack 10 mounted on the battery mounting portion 31 into AC power and supplies it to the motor 311. During regeneration, the AC power supplied from the motor 311 is converted into DC power and supplied to the battery pack 10 mounted on the battery mounting portion 31. The motor 311 is a three-phase AC motor that rotates according to the AC power supplied from the inverter 310 during power operation. During regeneration, the rotational energy generated by deceleration is converted into AC power and supplied to the inverter 310. The rotating shaft of the motor 311 is connected to the rotating shaft of the tire 312 of the rear wheel. Alternatively, a transmission may be provided between the rotating shaft of the motor 311 and the rotating shaft of the tire 312.

[0051] The vehicle control unit 32 is the vehicle ECU (Electronic Control Unit) that controls the entire vehicle 30. The processing unit 33 of the vehicle control unit 32 is comprised of a microcomputer. The wireless communication unit 36 ​​performs short-range wireless communication processing. In this embodiment, the wireless communication unit 36 ​​comprises a BLE module, and the antenna 35 comprises a chip antenna or pattern antenna built into the BLE module. The wireless communication unit 36 ​​outputs data received via short-range wireless communication to the processing unit 33 and transmits data input from the processing unit 33 via short-range wireless communication.

[0052] The processing unit 33 can obtain battery status information from the battery pack 10 mounted on the battery mounting unit 31. As the battery status information, the processing unit 33 can obtain the battery status information of the plurality of battery cells E1-En (see FIG. Figure 4 ) at least one of the voltage, current, temperature, SOC, and SOH. In addition, the processing unit 33 can obtain the speed of the vehicle 30.

[0053] The instrument panel 39 displays status information of the vehicle 30. For example, it displays the speed of the vehicle 30 and the remaining capacity (SOC) of the battery pack 10. The driver can determine the necessity of replacing the battery pack 10 by observing the remaining capacity (SOC) of the battery pack 10 displayed on the instrument panel 39.

[0054] Figure 4 1 is a diagram showing a system configuration example of a battery pack 10 and a vehicle control unit 32 mounted on a vehicle 30 according to the embodiment. Figure 4The example shown is a state where two battery packs 10a and 10b are mounted on the battery mounting portion 31 of the vehicle 30 (see FIG. Figure 3 ).

[0055] The battery pack 10 includes a battery module 11 and a battery control unit 12. The battery module 11 is connected to a power line that internally connects the positive terminal Tp and the negative terminal Tm of the battery pack 10. The positive terminal Tp of the battery pack 10 is connected to the positive power bus via a slot relay RYs, and the negative terminal Tm of the battery pack 10 is connected to the negative power bus. The positive power bus and the negative power bus are connected to the inverter 310 (see FIG. 1 ) via a main relay RYm. Figure 3 ).

[0056] The battery module 11 includes multiple cells E1-En connected in series. Alternatively, the battery module 11 can be constructed by connecting multiple battery modules in series or in series-parallel. Cells can be lithium-ion battery cells, nickel-metal hydride battery cells, lead-acid battery cells, and the like. This specification assumes the use of lithium-ion battery cells (nominal voltage: 3.6V-3.7V). The number of cells E1-En connected in series is determined by the drive voltage of the motor 311.

[0057] A current sensor 17 is provided on the power line that internally connects the positive terminal Tp and the negative terminal Tm of the battery pack 10. Current sensor 17 is located closer to the negative terminal Tm than the power relay RYp. Current sensor 17 measures the current flowing through the battery module 11 and outputs the measured current value to the processing unit 13 of the battery control unit 12. Current sensor 17 can be configured, for example, using a combination of a shunt resistor, a differential amplifier, and an A / D converter. Alternatively, a Hall effect element can be used in place of the shunt resistor.

[0058] The battery control unit 12 includes a processing unit 13, a voltage measuring unit 14, an antenna 15, and a wireless communication unit 16. The voltage measuring unit 14 is connected to each node of the plurality of battery cells E1-En connected in series via multiple voltage measurement lines. The voltage measuring unit 14 measures the voltage of each battery cell E1-En by measuring the voltage between two adjacent voltage measurement lines. The voltage measuring unit 14 transmits the measured voltage value of each battery cell E1-En to the processing unit 13.

[0059] The voltage measurement unit 14 is at a higher voltage than the processing unit 13, so the two units are connected insulated by a communication line. The voltage measurement unit 14 can be constructed using an ASIC (Application Specific Integrated Circuit) or a general-purpose analog front-end IC. The voltage measurement unit 14 includes a multiplexer and an A / D converter. The multiplexer outputs the voltages between two adjacent voltage measurement lines, sequentially from the top, to the A / D converter. The A / D converter converts the analog voltages input from the multiplexer into digital values.

[0060] Although Figure 4 Although not shown, at least one temperature sensor is provided near the battery cells E1-En. The temperature sensor measures the temperature of the battery cells E1-En and outputs the measured temperature value to the processing unit 13. The temperature sensor can be configured using, for example, a combination of a thermistor, a voltage divider resistor, and an A / D converter.

[0061] Furthermore, when an A / D converter is mounted in the processing unit 13 and an analog input port is provided in the processing unit 13 , the output values ​​of the current sensor 17 and the temperature sensor can be directly input to the processing unit 13 as analog values.

[0062] The mating detection unit 18 detects the mating state of the connector of the battery pack 10 and the connector of the battery mounting portion 31 of the vehicle 30. For example, the connector on the battery pack 10 side may be composed of a female connector, and the connector on the battery mounting portion 31 side of the vehicle 30 may be composed of a male connector. The mating detection unit 18 outputs a start signal corresponding to the connection state of the two to the processing unit 13. The start signal is specified by a binary signal, and an on signal is output when the two are connected, and a disconnect signal is output when the two are separated. The mating detection unit 18 can be composed of a reed switch, for example. In this case, the mating detection unit 18 determines whether the two are connected by a magnetic method. In addition, a sensor that detects whether the two are connected by a mechanical method can also be used.

[0063] The wireless communication unit 16 performs short-range wireless communication processing. In this embodiment, the wireless communication unit 16 is composed of a BLE module, and the antenna 15 is composed of a chip antenna or a pattern antenna built into the BLE module. The wireless communication unit 16 outputs data received via short-range wireless communication to the processing unit 13 and transmits data input from the processing unit 13 via short-range wireless communication.

[0064] The processing unit 13 is composed of a microcomputer. When the activation signal input from the mating detection unit 18 is on, the processing unit 13 is activated. When the activation signal input from the mating detection unit 18 is off, the processing unit 13 is shut down. Alternatively, the processing unit 13 may be switched to a standby state or a sleep state instead of shutting down.

[0065] The processing unit 13 manages the status of the battery cells E1-En based on the voltage, current, and temperature values ​​of the battery cells E1-En measured by the voltage measurement unit 14, the current sensor 17, and the temperature sensor. For example, if an overvoltage, undervoltage, overcurrent, high temperature abnormality, or low temperature abnormality occurs, the processing unit 13 disconnects the power relay RYp to protect the battery cells E1-En.

[0066] The processing unit 13 can estimate the SOC and SOH of each of the multiple battery cells E1-En. The processing unit 13 can estimate the SOC by the OCV (Open Circuit Voltage) method or the current integration method. The SOH is determined by the ratio of the current full charge capacity to the initial full charge capacity. The lower the value (the closer to 0%), the more severe the degradation. The SOH can be obtained by measuring the capacity based on full charge and discharge, or by adding the storage degradation and cycle degradation. The storage degradation can be estimated based on the SOC, temperature and storage degradation rate. The cycle degradation can be estimated based on the SOC range, temperature, current rate and cycle degradation rate used. The storage degradation rate and cycle degradation rate can be derived in advance through experiments and simulations. The SOC, temperature, SOC range and current rate can be obtained through measurement.

[0067] Alternatively, the SOH can be estimated based on its correlation with the internal resistance of the battery cell. The internal resistance can be estimated by dividing the voltage drop generated when a specified current flows through the battery cell for a specified time by the current value. Internal resistance decreases as the temperature rises, and increases as the SOH decreases.

[0068] exist Figure 4 In the illustrated system configuration example, the vehicle control unit 32 includes a processing unit 33, a relay control unit 33r, a voltage sensor 34, a current sensor 37, an antenna 35, a wireless communication unit 36, and a pack detection unit 38p. The relay control unit 33r controls the on / off states of the main relay RYm, the first slot relay RYsa, and the second slot relay RYsb based on instructions from the processing unit 33.

[0069] The first mating detection unit 38a detects the mating state between the connector of the first mounting slot SLa1 of the battery mounting unit 31 and the connector of the first battery pack 10a, and outputs a detection signal indicating whether the mating state is achieved to the pack detection unit 38p. Similarly, the second mating detection unit 38b detects the mating state between the connector of the second mounting slot SLa2 of the battery mounting unit 31 and the connector of the second battery pack 10b, and outputs a detection signal indicating whether the mating state is achieved to the pack detection unit 38p. The first mating detection unit 38a and the second mating detection unit 38b can detect whether the connector is connected to the battery pack 10 by either magnetic means or mechanical means.

[0070] The group detection unit 38p outputs an activation signal corresponding to the multiple detection signals input from the multiple mating detection units 38a and 38b to the processing unit 33. If at least one of the multiple detection signals indicates a connected state, the group detection unit 38p outputs the activation signal including the slot number of the connected state. If all of the multiple detection signals indicate a disconnected state, the group detection unit 38p controls the activation signal to an OFF state.

[0071] When the activation signal input from the group detection unit 38p is on, the processing unit 33 is activated, and when the activation signal input from the group detection unit 38p is off, the processing unit 33 is shut down. Alternatively, the processing unit 33 may be switched to a standby state or a sleep state instead of shutting down.

[0072] A discharge path is provided between the positive power bus and the negative power bus. A fuse F1, a resistor R1, and a discharge switch SWd are connected in series to this discharge path. A voltage sensor 34 is provided to measure the voltage between the positive power bus and the negative power bus. Voltage sensor 34 outputs the measured voltage value to processing unit 33 of vehicle control unit 32. A current sensor 37 is provided in this discharge path. Current sensor 37 measures the current flowing in this discharge path and outputs the measured current value to processing unit 33 of vehicle control unit 32. Processing unit 33 can establish electrical continuity between the positive power bus and the negative power bus by turning on discharge switch SWd.

[0073] The processing unit 33 of the vehicle control unit 32 can transmit and receive control signals to and from the processing unit 13 of the battery control unit 12 using short-range wireless communication.

[0074] Furthermore, the processing unit 33 of the vehicle control unit 32 can transmit control information to the processing unit 13 of the battery control unit 12 via the wired line. When control information is transmitted to the processing unit 13 of the first battery pack 10a via the wired line, the processing unit 33 of the vehicle control unit 32 turns on the first slot relay RYsa and turns off the second slot relay RYsb. In this state, the processing unit 33 controls the discharge switch SWd on and off according to the pulse pattern representing the control information. As a result, a discharge current containing this pulse pattern flows from the positive electrode of the first battery pack 10a via the aforementioned discharge path to the negative electrode of the first battery pack 10a. The current sensor 17 of the first battery pack 10a detects the current containing this pulse pattern and outputs it to the processing unit 13. The processing unit 13 receives control information corresponding to the pulse pattern based on the current value containing the pulse pattern input from the current sensor 17.

[0075] Similarly, when control information is transmitted to the processing unit 13 of the second battery pack 10b via the wired radial, the processing unit 33 of the vehicle control unit 32 turns on the second slot relay RYsb and turns off the first slot relay RYsa. In this state, the processing unit 33 controls the discharge switch SWd on and off according to the pulse pattern representing the control information. As a result, a discharge current containing this pulse pattern flows from the positive electrode of the second battery pack 10b via the aforementioned discharge path to the negative electrode of the second battery pack 10b. The current sensor 17 of the second battery pack 10b detects the current containing this pulse pattern and outputs it to the processing unit 13. The processing unit 13 receives control information corresponding to the pulse pattern based on the current value containing the pulse pattern input from the current sensor 17.

[0076] The processing unit 33 of the vehicle control unit 32 can receive the voltage on the battery pack 10 side of the power line (the voltage across the battery module 11) from the processing unit 13 of the battery control unit 12 using near-field wireless communication. The processing unit 33 of the vehicle control unit 32 can measure the contact resistance between the battery pack 10 and the vehicle 30 based on the received voltage on the battery pack 10 side, the voltage on the vehicle 30 side of the power line measured by the voltage sensor 34, and the current measured by the current sensor 37.

[0077] Specifically, the processing unit 33 of the vehicle control unit 32 calculates the differential voltage ΔV between the received voltage VB on the battery pack 10 side and the voltage VA on the vehicle 30 side of the power line measured by the voltage sensor 34 as shown in the following (Formula 1), and divides the calculated differential voltage ΔV by the current I, thereby calculating the contact resistance R between the two.

[0078] R=(VB-VA) / I···(Formula 1)

[0079] The current I may be measured by the current sensor 17 of the battery control unit 12 and received from the processing unit 13 of the battery control unit 12 instead of the current measured by the current sensor 37 of the vehicle control unit 32 .

[0080] The processing unit 13 of the battery control unit 12 can receive the voltage on the vehicle 30 side of the power line from the processing unit 33 of the vehicle control unit 32 using short-range wireless communication. The processing unit 13 of the battery control unit 12 can measure the contact resistance between the battery pack 10 and the vehicle 30 based on the received voltage on the vehicle 30 side, the voltage on the battery pack 10 side of the power line measured by the voltage measuring unit 14, and the current measured by the current sensor 17.

[0081] Specifically, the processing unit 13 of the battery control unit 12 calculates the differential voltage ΔV between the voltage VB on the battery pack 10 side of the power line measured by the voltage measuring unit 14 and the voltage VA on the vehicle 30 side, as shown in the above (Equation 1). The calculated differential voltage ΔV is divided by the current I to calculate the contact resistance R between the two. Alternatively, the current I may be the current measured by the current sensor 37 of the vehicle control unit 32 and received from the processing unit 33 of the vehicle control unit 32, rather than the current measured by the current sensor 17 of the battery control unit 12.

[0082] exist Figure 4 In the system configuration example shown, at least one of the main relay RYm, the slot relay RYs, and the power relay RYp may be replaced with a semiconductor switch. In addition, the discharge switch SWd may be replaced with a relay.

[0083] In addition, although Figure 2 Although not shown, the control unit 22 of the charging device 20 is also provided with Figure 4 The vehicle control unit 32 shown in FIG. In the case of vehicle 30, the power bus is connected to inverter 310, but in the case of charging device 20, the power bus is connected to charging unit 29. Furthermore, the number of slots connected to the power bus in charging device 20 is generally greater than the number of slots connected to the power bus in vehicle 30.

[0084] The processing unit 23 of the charging device 20 can transmit and receive control signals to and from the processing unit 13 of the battery control unit 12 via short-range wireless communication between the wireless communication unit 26 of the charging device 20 and the wireless communication unit 16 of the battery control unit 12. Furthermore, the processing unit 23 of the charging device 20 can transmit control signals to the processing unit 13 of the battery control unit 12 via a wired radial.

[0085] Figure 5This diagram illustrates the basic concept of the process by which the vehicle control unit 32 authenticates the battery pack 10 installed in the mounting slot S1a of the vehicle 30. The vehicle control unit 32 essentially identifies the battery pack 10 by searching for radio waves transmitted via near-field wireless communication (NFC) from the battery pack 10. Specifically, when the battery pack 10 is installed in the mounting slot S1a, the vehicle control unit 32 transmits ID1 via a wired path. Upon receiving ID1 from the vehicle control unit 32 via a wired path, the battery control unit 12 of the battery pack 10 transmits a signal containing ID1 via NFC.

[0086] When the vehicle control unit 32 receives a signal from near-field wireless communication, it compares the ID contained in the received signal with the ID1 previously transmitted via a wired path. If the IDs match, the vehicle control unit 32 authenticates that the battery pack 10 installed in the installation slot S1a is the same as the communication target for the near-field wireless communication. If the IDs do not match, the vehicle control unit 32 determines that the battery pack 10 installed in the installation slot S1a is not the same as the communication target for the near-field wireless communication and does not authenticate the battery pack 10 as the communication target. For example, if a signal containing ID2 is received, since it does not match ID1 transmitted via a wired path, the battery pack 10 to which the signal containing ID2 was sent is not authenticated.

[0087] In addition, the vehicle control unit 32 may send an ID via short-range wireless communication, and compare the sent ID with the ID received from the battery control unit 12 of the battery pack 10 via a wired path, thereby determining the identity of the battery pack 10 installed in the installation slot Sla and the communication object of the short-range wireless communication.

[0088] The above description shows the basic concept of the process of the vehicle control unit 32 authenticating the battery pack 10 installed in the installation slot SLa of the vehicle 30. The same is true when the control unit 22 of the charging device 20 authenticates the battery pack 10 installed in the charging slot SLc of the charging device 20.

[0089] Figure 6This diagram schematically illustrates the process of assigning an ID to a battery pack 10 installed in a mounting slot SLa of a vehicle 30 when replacing it. In State 1, the first charging slot SLc1 of the charging device 20 is empty, and a fully charged second battery pack 10b is installed in the second charging slot SLc2. Furthermore, a first battery pack 10a with a reduced remaining capacity is installed in the first mounting slot SLa1 of the vehicle 30. The first battery pack 10a has a vehicle ID authenticated by the vehicle control unit 32. This vehicle ID ensures the identity of the first battery pack 10a, as seen from the vehicle 30 as the physical connection target, and the first battery pack 10a, as seen from the vehicle 30 as the wireless connection target.

[0090] In State 2, a user (typically the driver of the vehicle 30) removes the first battery pack 10a from the first mounting slot SLa1 of the vehicle 30 and installs the removed first battery pack 10a in the first charging slot SLc1 of the charging device 20. If the first battery pack 10a was rented out, the user returns the first battery pack 10a to the charging device 20. When the first battery pack 10a is removed from the first mounting slot SLa1 of the vehicle 30, the battery control unit 12 of the first battery pack 10a deletes the vehicle ID it has stored.

[0091] In state 3, the user removes the second battery pack 10b from the second charging slot SLc2 of the charging device 20 and installs it in the first installation slot SLa1 of the vehicle 30. This operation physically replaces the battery pack 10 installed in the first installation slot SLa1 of the vehicle 30.

[0092] In State 4, the vehicle control unit 32 assigns a new vehicle ID to the second battery pack 10b mounted in the first mounting slot SLa1. This new vehicle ID ensures that the second battery pack 10b, which is the physical connection target as viewed from the vehicle 30, and the second battery pack 10b, which is the wireless connection target, are identical.

[0093] Figure 7 This is a sequence diagram (part 1) showing a detailed process flow when replacing the battery pack 10 mounted in the mounting slot SLa of the vehicle 30 . Figure 8 This is a sequence diagram (part 2) illustrating a detailed process flow for replacing a battery pack 10 installed in a mounting slot SLa of a vehicle 30. Within the following sequence diagram, thin dashed lines represent wireless communication, thin solid lines represent wired communication, thick dashed lines represent physical movement of the battery pack, and thick solid lines represent charging and discharging of the battery pack.

[0094] The first charging slot SLc1 of the charging device 20 is empty, and the second battery pack 10b is installed in the second charging slot SLc2. The second battery pack 10b has a charging ID1 authenticated by the control unit 22 of the charging device 20. This charging ID1 ensures that the second battery pack 10b, as seen from the charging device 20 as the physical connection target, and the second battery pack 10b, as seen from the charging device 20 as the wireless connection target, are identical.

[0095] The charging device 20 charges the second battery pack 10b installed in the second charging slot SLc2. Specifically, a charging current flows from the charging unit 29 to the second battery pack 10b installed in the second charging slot SLc2. Charging ends when the SOC of the second battery pack 10b reaches an upper limit. This upper limit can be the SOC corresponding to the full charge capacity or an SOC lower than the full charge capacity (e.g., 90%).

[0096] The first battery pack 10a is installed in the first mounting slot SLa1 of the vehicle 30. The first battery pack 10a has a vehicle ID authenticated by the vehicle control unit 32. This vehicle ID ensures that the first battery pack 10a, as seen from the vehicle 30 as a physical connection target, and the first battery pack 10a, as seen from the vehicle 30 as a wireless connection target, are identical. While the vehicle 30 is traveling, a discharge current flows from the first battery pack 10a through the inverter 310 to the motor 311. The SOC of the first battery pack 10a decreases as the vehicle 30 travels.

[0097] When a user (typically the driver of the vehicle 30) performs an ignition-off operation, the vehicle control unit 32 receives the ignition-off operation (P2a). Upon receiving the ignition-off operation, the vehicle control unit 32 transmits a shutdown instruction to the battery control unit 12 of the first battery pack 10a via short-range wireless communication. Upon receiving the shutdown instruction from the vehicle control unit 32, the battery control unit 12 of the first battery pack 10a shuts down (P2b).

[0098] When a user removes the first battery pack 10a from the first mounting slot SLa1 of the vehicle 30 and installs it in the first charging slot SLc1 of the charging device 20, the fit detection unit 18 of the first battery pack 10a detects the fit into the first charging slot SLc1 (P2c), and the battery control unit 12 of the first battery pack 10a is activated (P2e). The control unit 22 of the charging device 20 detects the installation of the battery pack 10 in the first charging slot SLc1 (P2d). Furthermore, upon recognizing that the battery pack 10a has been removed from the first mounting slot SLa1, the battery control unit 12 of the first battery pack 10a deletes the vehicle ID.

[0099] The battery control unit 12 of the first battery pack 10a becomes a beacon terminal and performs advertisement (P2f) via short-range wireless communication. Figure 7 In the example shown, no charging ID or vehicle ID is included in the advertising packet.

[0100] Upon receiving the advertising packet, the control unit 22 of the charging device 20 begins connecting to the battery control unit 12 of the first battery pack 10a (P2g). First, the control unit 22 of the charging device 20 sends a connection request to the battery control unit 12 of the first battery pack 10a. Next, encryption parameters are exchanged between the control unit 22 of the charging device 20 and the battery control unit 12 of the first battery pack 10a. Based on the exchanged encryption parameters, the battery control unit 12 of the first battery pack 10a generates an encryption key (P2h) used for encrypting communication data. Based on the exchanged encryption parameters, the control unit 22 of the charging device 20 generates an encryption key (P2i) used for encrypting communication data. Finally, the generated encryption key is exchanged between the control unit 22 of the charging device 20 and the battery control unit 12 of the first battery pack 10a. This establishes a temporary connection between the control unit 22 of the charging device 20 and the battery control unit 12 of the first battery pack 10a.

[0101] The control unit 22 of the charging device 20 begins discharging control of the first battery pack 10a (P2j). Specifically, the control unit 22 of the charging device 20 transmits a discharge instruction to the battery control unit 12 of the first battery pack 10a via near-field wireless communication and turns on the discharge switch SWd and first slot relay RYsa of the charging device 20. Upon receiving the discharge instruction, the battery control unit 12 of the first battery pack 10a turns on the power relay RYp. This creates a discharge path between the two ends of the first battery pack 10a, allowing a discharge current to flow through the first battery pack 10a.

[0102] The control unit 22 of the charging device 20 controls the on / off switching of the discharge switch SWd according to the discharge pattern corresponding to the charge ID 2. The battery control unit 12 of the first battery pack 10a reads the discharge pattern from the current value detected by the current sensor 17 to obtain the charge ID 2. Communication pulses generated by this discharge current control are communicated between the control unit 22 of the charging device 20 and the battery control unit 12 of the first battery pack 10a, thereby writing the charge ID 2 (P2k) from the control unit 22 of the charging device 20 to the battery control unit 12 of the first battery pack 10a. The battery control unit 12 of the first battery pack 10a transmits the discharge pattern corresponding to the read charge ID 2 to the control unit 22 of the charging device 20 via near-field wireless communication.

[0103] While the discharge current including the discharge pattern corresponding to charge ID 2 is flowing, the control unit 22 of the charging device 20 uses the voltage sensor of the charging device 20 to measure the voltage on the charging device 20 side of the power line, and uses the current sensor of the charging device 20 to measure the current (P21) flowing in the discharge path. While the discharge current including the discharge pattern corresponding to charge ID 2 is flowing, the battery control unit 12 of the first battery pack 10a uses the voltage measurement unit 14 to measure the voltage (P2m) on the first battery pack 10a side of the power line.

[0104] When the control unit 22 of the charging device 20 receives a signal including a discharge mode from the battery control unit 12 of the first battery pack 10a, it compares the charge ID indicated by the received discharge mode with the charge ID previously transmitted via the wired path (P2n). Figure 7 In the example shown, if the charge ID indicated by the discharge mode included in the received signal is charge ID2, the comparison is successful; if it is not charge ID2, the comparison fails.

[0105] The control unit 22 of the charging device 20 transmits the comparison result to the battery control unit 12 of the first battery pack 10a via near-field wireless communication. If the comparison fails, the control unit 22 of the charging device 20 disconnects the temporary connection with the battery control unit 12 of the first battery pack 10a and resumes scanning for advertising packets after a predetermined period of time. The battery control unit 12 of the first battery pack 10a disconnects the temporary connection with the control unit 22 of the charging device 20 and resumes advertising via near-field wireless communication. If the comparison succeeds, pairing between the control unit 22 of the charging device 20 and the battery control unit 12 of the first battery pack 10a is completed (P2o, P2p). With the pairing completed, the return process of the first battery pack 10a to the charging device 20 is completed.

[0106] When pairing is complete, the battery control unit 12 of the first battery pack 10a transmits the measured voltage on the first battery pack 10a side of the power line to the control unit 22 of the charging device 20 via near-field wireless communication. The control unit 22 of the charging device 20 measures the contact resistance (P2q) between the charging device 20 and the first battery pack 10a based on the received voltage on the first battery pack 10a side of the power line, the measured voltage on the charging device 20 side of the power line, and the measured current in the discharge path. At this time, the control unit 22 of the charging device 20 preferably uses the value in a state where the measured contact resistance value has converged as the official contact resistance value. The discharge current from the first battery pack 10a is a communication pulse that forms a discharge pattern corresponding to identification information such as charging ID1 and ID2. Therefore, if the pulse width is short, the communication pulse will not rise, resulting in a situation where the measurement is based on a value in the middle of the pulse current rise, and the reliability of the measured contact resistance is low. In contrast, for example, the control unit 22 of the charging device 20 uses a communication pulse signal obtained by adding a resistance measurement communication pulse having a width longer than the width of the identification information communication pulse to the identification information communication pulse that forms the current pattern corresponding to the identification information, and measures the contact resistance based on the resistance measurement communication pulse. The width of the identification information communication pulse is set to, for example, 1μ second to 0.1m second. In this case, the width of the resistance measurement communication pulse is set to, for example, a value longer than 1μ second to 0.1m second and shorter than 10m second. This minimizes the extension of the period during which the discharge current containing the discharge pattern corresponding to the identification information flows, and allows the contact resistance to be reliably measured during the appropriate measurement period. In addition, the control unit 22 of the charging device 20 can either continue to measure the contact resistance until the measured contact resistance value reaches a stable state, or measure the contact resistance based on the contact resistance value in a converged state estimated based on the current change since the start of discharge. This makes it possible to measure the contact resistance with high reliability.

[0107] The control unit 22 of the charging device 20 compares the measured contact resistance with a threshold value pre-set by the designer (P2r). If the measured contact resistance exceeds the threshold value, the control unit 22 of the charging device 20 controls the discharge switch SWd and the first slot relay RYsa to the open state. Furthermore, the control unit 22 of the charging device 20 transmits an alarm signal to the terminal device (not shown) of the administrator of the charging device 20. Upon receiving the alarm signal at the terminal device, the administrator of the charging device 20 goes to the location where the charging device 20 is installed. The administrator uses an inspection device (not shown) to inspect the terminals of the first charging slot SLc1 and the first battery pack 10a to determine the cause of the increased contact resistance.

[0108] If the cause lies in the terminal portion of the first charging slot SLc1, the terminal portion of the first charging slot SLc1 is repaired, repaired or replaced, or the entire first charging slot SLc1 is replaced. Alternatively, the first charging slot SLc1 is rendered unusable. If the cause lies in the terminal portion of the first battery pack 10a, the terminal portion of the first battery pack 10a is repaired, repaired or replaced, or the first battery pack 10a is discarded. In addition, in the case of temporary poor contact, the poor contact can sometimes be eliminated by removing the first battery pack 10a and installing it again. If the measured contact resistance does not exceed the threshold value, no alarm signal is sent to the administrator's terminal device.

[0109] The control unit 22 of the charging device 20 selects other battery packs 10 to be replaced with the first battery pack 10a (P2s). Specifically, the control unit 22 of the charging device 20 selects one battery pack from the charged battery packs 10 installed in the plurality of charging slots SLc of the charging station 21. Figure 8 In the example shown, the charged second battery packs 10b installed in the second charging slot SLc2 are screened.

[0110] The control unit 22 of the charging device 20 transmits a shutdown instruction to the battery control unit 12 of the selected second battery pack 10b via near-field wireless communication, thereby disconnecting from the battery control unit 12 of the second battery pack 10b (P2t). Upon receiving the shutdown instruction from the control unit 22 of the charging device 20, the battery control unit 12 of the second battery pack 10b shuts down (P2u). Immediately before shutting down, the battery control unit 12 of the second battery pack 10b transmits a shutdown completion notification to the control unit 22 of the charging device 20.

[0111] Upon receiving the shutdown completion notification from the battery control unit 12 of the second battery pack 10b, the control unit 22 of the charging device 20 instructs the user of the vehicle 30 to remove the second battery pack 10b (P2v) installed in the second charging slot SLc2. For example, the control unit 22 of the charging device 20 causes the display unit 27 to display a message instructing the user to remove the second battery pack 10b installed in the second charging slot SLc2. At this time, the control unit 22 of the charging device 20 may also output voice guidance to the user through a speaker (not shown). Alternatively, only the light (not shown) of the second charging slot SLc2 may be illuminated or flashed. Furthermore, only the light (not shown) of the second charging slot SLc2 may be illuminated in a color different from the colors of the lights of the other charging slots.

[0112] When a user removes the second battery pack 10b from the second charging slot SLc2 and installs it in the first installation slot SLa1 of the vehicle 30, the fit detection unit 18 of the second battery pack 10b detects fit with the first installation slot SLa1 (P2x), and the battery control unit 12 of the second battery pack 10b activates (P2z). When the fit detection unit 38 of the vehicle 30 detects that the battery pack 10b is installed in the first installation slot SLa1 (P2y), the vehicle control unit 32 activates (P2A). Furthermore, upon recognizing that the second battery pack 10b has been removed from the second charging slot SLc2, the battery control unit 12 of the second battery pack 10b deletes the charge ID2.

[0113] The control unit 22 of the charging device 20 begins charging control (P2w) for the first battery pack 10a installed in the first charging slot SLc1. Specifically, the control unit 22 of the charging device 20 transmits a charging instruction to the battery control unit 12 of the first battery pack 10a via near-field wireless communication and turns on the second slot relay RYsb. Upon receiving this charging instruction, the battery control unit 12 of the first battery pack 10a turns on the power relay RYp. This allows charging current to flow from the charging unit 29 of the charging device 20 to the first battery pack 10a installed in the first charging slot SLc1.

[0114] The battery control unit 12 of the second battery pack 10b becomes a beacon terminal and performs advertisement via short-range wireless communication (P2B). Figure 8 In the example shown, no charging ID or vehicle ID is included in the advertising packet.

[0115] When the vehicle control unit 32 receives the advertising packet, it starts the connection process (P2C) with the battery control unit 12 of the second battery pack 10b. First, the vehicle control unit 32 sends a connection request to the battery control unit 12 of the second battery pack 10b. Then, encryption parameters are exchanged between the vehicle control unit 32 and the battery control unit 12 of the second battery pack 10b. Based on the exchanged encryption parameters, the battery control unit 12 of the second battery pack 10b generates an encryption key (P2D) used in encrypting the communication data. Based on the exchanged encryption parameters, the vehicle control unit 32 generates an encryption key (P2E) used in encrypting the communication data. Finally, the generated encryption key is exchanged between the vehicle control unit 32 and the battery control unit 12 of the second battery pack 10b. As a result, a temporary connection is established between the vehicle control unit 32 and the battery control unit 12 of the second battery pack 10b.

[0116] The vehicle control unit 32 begins discharge control (P2F) for the second battery pack 10b. Specifically, the vehicle control unit 32 transmits a discharge instruction to the battery control unit 12 of the second battery pack 10b via near-field wireless communication and turns on the discharge switch SWd and the second slot relay RYsb. Upon receiving the discharge instruction, the battery control unit 12 of the second battery pack 10b turns on the power relay RYp. This creates a discharge path between the two ends of the second battery pack 10b, allowing a discharge current to flow through the second battery pack 10b.

[0117] The vehicle control unit 32 controls the on / off switching of the discharge switch SWd according to the discharge pattern corresponding to the vehicle ID. The battery control unit 12 of the second battery pack 10b reads the discharge pattern from the current value detected by the current sensor 17 to obtain the vehicle ID. Through this discharge current control, the vehicle ID is written from the vehicle control unit 32 to the battery control unit 12 of the second battery pack 10b (P2G). The battery control unit 12 of the second battery pack 10b transmits the discharge pattern corresponding to the read vehicle ID to the vehicle control unit 32 via short-range wireless communication. Similar to the communication pulses used between the control unit 22 of the charging device 20 and the battery control unit 12 of the battery pack 10, a resistance measurement communication pulse with a width longer than the width of the identification information communication pulse is added to the identification information communication pulse that forms the current pattern corresponding to the identification information, thereby generating a communication pulse signal that forms the discharge pattern transmitted to the vehicle control unit 32.

[0118] While the discharge current including the discharge pattern corresponding to the vehicle ID is flowing, the vehicle control unit 32 measures the voltage on the vehicle 30 side of the power line using the voltage sensor 34 and measures the current (P2I) flowing in the discharge path using the current sensor 37. While the discharge current including the discharge pattern corresponding to the vehicle ID is flowing, the battery control unit 12 of the second battery pack 10b measures the voltage (P2H) on the second battery pack 10b side of the power line using the voltage measurement unit 14.

[0119] When the vehicle control unit 32 receives a signal containing a discharge pattern from the battery control unit 12 of the second battery pack 10b, it compares the vehicle ID indicated by the received discharge pattern with the vehicle ID previously transmitted via the wired path (P2J). The vehicle control unit 32 transmits the comparison result to the battery control unit 12 of the second battery pack 10b via short-range wireless communication. If the comparison fails, the vehicle control unit 32 disconnects the temporary connection with the battery control unit 12 of the second battery pack 10b and resumes scanning for advertising packets after a predetermined time has elapsed. The battery control unit 12 of the second battery pack 10b disconnects the temporary connection with the vehicle control unit 32 and resumes advertising via short-range wireless communication. If the comparison succeeds, pairing between the vehicle control unit 32 and the battery control unit 12 of the second battery pack 10b is completed (P2K, P2L).

[0120] Once pairing is complete, the battery control unit 12 of the second battery pack 10b transmits the measured voltage on the second battery pack 10b side of the power line to the vehicle control unit 32 via near-field wireless communication. The control unit 22 of the charging device 20 measures the contact resistance (P2M) between the vehicle 30 and the second battery pack 10b based on the received voltage on the second battery pack 10b side of the power line, the measured voltage on the vehicle 30 side of the power line, and the measured current in the discharge path. At this point, the vehicle control unit 32 preferably uses the contact resistance value after the measured contact resistance value has converged as the official contact resistance value.

[0121] The vehicle control unit 32 compares the measured contact resistance with a threshold value (P2N) pre-set by the designer. If the measured contact resistance exceeds the threshold value, the vehicle control unit 32 controls the discharge switch SWd and the first slot relay RYsa to the open state. Furthermore, the vehicle control unit 32 displays an alarm message indicating a poor installation of the second battery pack 10b on the instrument panel 39. Furthermore, if the vehicle 30 is equipped with a speaker (not shown), the vehicle control unit 32 may also output an alarm message indicating a poor installation of the second battery pack 10b via the speaker via voice.

[0122] The vehicle control unit 32 may also notify an alarm message including a response method via at least one of text and voice if the measured contact resistance exceeds a threshold value. In this case, the vehicle control unit 32 may also notify different response methods based on the deviation of the measured contact resistance from the threshold value. For example, if the deviation is smaller than a set value, the vehicle control unit 32 may notify a message urging the user to remove and reinstall the second battery pack 10b. If the deviation is larger than the set value, the vehicle control unit 32 may notify a message urging the user to remove the second battery pack 10b and replace it with another battery pack 10.

[0123] If the poor installation is not resolved even if the user replaces the battery pack 10 with another one, it is estimated that the cause of the poor contact lies in the terminal portion of the first mounting slot SLa1 of the vehicle 30. Therefore, the vehicle control unit 32 may also notify a message to prompt the inspection and repair of the first mounting slot SLa1 of the vehicle 30.

[0124] If the measured contact resistance exceeds a threshold, the vehicle control unit 32 may connect to the charging device 20 via near-field wireless communication, causing at least one of the display unit 27 and a speaker (not shown) of the charging device 20 to issue an alarm message indicating that the second battery pack 10b is not properly installed. Alternatively, if the measured contact resistance exceeds a threshold, the vehicle control unit 32 may connect to the user's smartphone via near-field wireless communication, causing at least one of the display unit (not shown) and a speaker (not shown) of the charging device 20 to issue an alarm message indicating that the second battery pack 10b is not properly installed. If the measured contact resistance does not exceed the threshold, no alarm message is issued.

[0125] After pairing is complete between the vehicle control unit 32 and the battery control unit 12 of the second battery pack 10 b, the vehicle control unit 32 transmits a shutdown instruction to the battery control unit 12 of the second battery pack 10 b via short-range wireless communication. Upon receiving the shutdown instruction from the vehicle control unit 32, the battery control unit 12 of the second battery pack 10 b shuts down (P2O).

[0126] Figure 9 It shows Figure 7 A sequence diagram (part 1) showing the flow of processing according to a modified example of the processing shown. Figure 10 It shows Figure 8 The following is a timing diagram of the process flow of the modification example of the process shown in FIG. Figure 7 、 Figure 8 The differences between the processes shown are described below.

[0127] In this modified example, while the discharge current including the discharge pattern corresponding to charge ID 2 is flowing, the control unit 22 of the charging device 20 uses the voltage sensor of the charging device 20 to measure the voltage (P2m') on the charging device 20 side of the power line. While the discharge current including the discharge pattern corresponding to charge ID 2 is flowing, the battery control unit 12 of the first battery pack 10a uses the voltage measurement unit 14 to measure the voltage on the first battery pack 10a side of the power line, and uses the current sensor 17 to measure the current (P2l') flowing in the discharge path.

[0128] In this modified example, when pairing is complete between the control unit 22 of the charging device 20 and the battery control unit 12 of the first battery pack 10a, the control unit 22 of the charging device 20 transmits the measured voltage of the charging device's power line to the battery control unit 12 of the first battery pack 10a via near-field wireless communication. The battery control unit 12 of the first battery pack 10a measures the contact resistance (P2q') between the charging device 20 and the first battery pack 10a based on the received voltage on the charging device 20 side of the power line, the measured voltage on the first battery pack 10a side of the power line, and the measured current in the discharge path. At this point, the battery control unit 12 of the first battery pack 10a preferably uses the value of the contact resistance after the measured contact resistance has converged as the official contact resistance value.

[0129] The battery control unit 12 of the first battery pack 10a compares the measured contact resistance with a threshold value pre-set by the designer (P2r'). If the measured contact resistance exceeds the threshold value, the battery control unit 12 of the first battery pack 10a controls the power relay RYp to the open state. The battery control unit 12 of the first battery pack 10a transmits an alarm signal indicating poor contact between the first battery pack 10a and the charging device 20 to the control unit 22 of the charging device 20 via near-field wireless communication. Upon receiving this alarm signal, the control unit 22 of the charging device 20 transmits the alarm signal to the terminal device (not shown) of the administrator of the charging device 20.

[0130] In the modified example, while the discharge current including the discharge pattern corresponding to the vehicle ID is flowing, the vehicle control unit 32 uses the voltage sensor 34 to measure the voltage (P2H') on the vehicle 30 side of the power line. While the discharge current including the discharge pattern corresponding to the vehicle ID is flowing, the battery control unit 12 of the second battery pack 10b uses the voltage measurement unit 14 to measure the voltage on the second battery pack 10b side of the power line, and uses the current sensor 17 to measure the current (P2I') flowing in the discharge path.

[0131] In this modified example, once pairing between the vehicle control unit 32 and the battery control unit 12 of the second battery pack 10b is complete, the vehicle control unit 32 transmits the measured voltage on the vehicle 30 side of the power line to the battery control unit 12 of the second battery pack 10b via near-field wireless communication. The battery control unit 12 of the second battery pack 10b measures the contact resistance (P2M') between the vehicle 30 and the second battery pack 10b based on the received voltage on the vehicle 30 side of the power line, the measured voltage on the second battery pack 10b side of the power line, and the measured current in the discharge path. At this point, the vehicle control unit 32 preferably uses the contact resistance value after the measured contact resistance value has converged as the official contact resistance value.

[0132] The battery control unit 12 of the second battery pack 10b compares the measured contact resistance with a threshold value set in advance by the designer (P2N'). When the measured contact resistance exceeds the threshold value, the battery control unit 12 of the second battery pack 10b controls the power relay RYp to be in the disconnected state. In addition, the battery control unit 12 of the second battery pack 10b transmits an alarm signal indicating poor contact between the second battery pack 10b and the vehicle 30 to the vehicle control unit 32 via short-range wireless communication. Upon receiving the alarm signal, the vehicle control unit 32 displays an alarm message indicating that the second battery pack 10b is poorly installed on the instrument panel 39. In addition, if a speaker (not shown) is provided in the vehicle 30, the vehicle control unit 32 may also output an alarm message indicating that the second battery pack 10b is poorly installed through the speaker by voice.

[0133] As described above, in this embodiment, an ID is written from the vehicle 30 or charging device 20 to the battery pack 10 via a wired connection, and this ID is then transmitted back from the battery pack 10 to the vehicle 30 or charging device 20 via near-field wireless communication. This allows the vehicle 30 or charging device 20, which controls the battery pack 10 using near-field wireless communication, to accurately identify the installed battery pack 10. This prevents the vehicle control unit 32 of a vehicle 30 from erroneously controlling a battery pack 10 installed in another nearby vehicle 30, ensuring the safety and security of the entire vehicle system 1 using the charging device 20 and the replaceable battery pack 10. A user can safely drive the vehicle 30 simply by removing the battery pack 10 installed in the charging device 20 and installing it in the vehicle 30.

[0134] By transmitting and receiving control signals between the vehicle 30 or charging device 20 and the battery pack 10 via near-field wireless communication, the number of pins included in the connector of the battery pack 10 can be reduced. This reduces mechanical connection defects between the vehicle 30 or charging device 20 and the battery pack 10. Furthermore, the firmware used by the battery control unit 12 of the battery pack 10 can be updated via wireless communication, making firmware updates easier.

[0135] Furthermore, in this embodiment, during authentication using the current pattern flowing in the power lines, contact resistance is measured based on the differential voltage between the battery pack 10 and the vehicle 30 or charging device 20, as well as the current flowing in the power lines. This allows contact resistance abnormality to be determined within the authentication process.

[0136] The contact resistance is typically measured during the charge and discharge process following the authentication process. In contrast, in this embodiment, the contact resistance is measured during the authentication process. This allows charging and discharging to begin more quickly when the contact resistance is normal. In the event of abnormal contact resistance, the user can be notified more quickly of poor contact in the battery pack 10. In the event of mild poor contact, the poor contact can be eliminated by prompting the user to reinstall the battery pack. In the event of severe poor contact, unsafe conditions caused by heat associated with charging and discharging can be prevented by cutting off the power supply.

[0137] In this way, by measuring the contact resistance during the authentication process, the number of steps in the authentication process and the charging and discharging process as a whole can be reduced, and the overall time of the authentication process and the charging and discharging process can be shortened. In addition, if the user manually pushes the vehicle 30 from the front of the charging device 20 between the authentication process and the charging and discharging process, even if poor contact is detected in the method of measuring the contact resistance during the charging and discharging process, it is impossible to immediately replace the battery pack 10 with another one. In contrast, in this embodiment, since the contact resistance is measured during the authentication process, the user can determine whether there is poor contact while installing the battery pack 10. Therefore, user convenience is improved.

[0138] While the present disclosure has been described above based on the embodiments, those skilled in the art will appreciate that the embodiments are merely illustrative and that various modifications are possible in the combination of their constituent elements and processing steps, and that these modifications are also encompassed within the scope of the present disclosure.

[0139] For example, before the discharge current is applied, the offset error between the voltage measurement unit 14 of the battery pack 10 and the voltage sensor of the charging device 20 or the voltage sensor 34 of the vehicle 30 may be measured. This offset error may be calculated by the battery control unit 12 or measured by the control unit 22 of the charging device 20 or the vehicle control unit 32. When calculating the contact resistance, the battery control unit 12, the control unit 22 of the charging device 20, or the vehicle control unit 32 uses the offset error to correct the differential voltage ΔV = (VB - VA) in the above-mentioned (Equation 1). This improves the accuracy of contact resistance measurement.

[0140] In the above embodiment, an example of using a battery pack 10 having built-in battery modules 11 including lithium-ion battery cells, nickel-metal hydride battery cells, lead-acid battery cells, etc. is described. In this regard, a capacitor pack having built-in capacitor modules including electric double-layer capacitor cells, lithium-ion capacitor cells, etc. may also be used. In this specification, battery packs and capacitor packs are collectively referred to as "electricity storage packs."

[0141] In the above embodiment, an electric motorcycle (electric scooter) is assumed as the vehicle 30 using the replaceable battery pack 10 as a power source. However, the vehicle 30 may also be an electric bicycle. Furthermore, the vehicle 30 may also be a four-wheeled electric vehicle (EV). Electric vehicles include not only standard electric vehicles but also low-speed electric vehicles such as golf carts and land vehicles used in shopping malls and amusement facilities.

[0142] The electric mobile body that uses the replaceable battery pack 10 as a power source is not limited to the vehicle 30. For example, the electric mobile body also includes an electric ship. For example, the power source of a water bus or a water taxi can also be set as a replaceable battery pack 10. In addition, the electric mobile body also includes an electric car. For example, an electric car equipped with a replaceable battery pack 10 can be used instead of an internal combustion locomotive used on a non-electrified route. The electric mobile body also includes an electric flying body. The electric flying body includes a multi-rotor aircraft (drone). The multi-rotor aircraft also includes a so-called flying car. Regardless of the type of electric mobile body, the time for energy replenishment can be shortened.

[0143] Furthermore, the embodiment can also be determined by the following items.

[0144] [Project 1]

[0145] A power storage pack (10) is characterized by comprising:

[0146] a power storage unit (11) for supplying power to the electric vehicle (30); and

[0147] a control unit (12) that communicates with a control unit (32) of the electric mobile body (30) for authentication using a pattern of current flowing in a power line when the power storage pack (10) is mounted on the electric mobile body (30);

[0148] The control unit (12) of the power storage group (10) measures the contact resistance between the power storage group (10) and the electric mobile body (30) based on the voltage on the power storage group (10) side of the power line, the voltage on the electric mobile body (30) side of the power line received from the control unit (32) of the electric mobile body (30), and the current when performing authentication communication using the pattern of the current flowing in the power line.

[0149] Thus, the contact resistance can be efficiently measured when the electricity storage pack (10) is installed.

[0150] [Project 2]

[0151] The power storage pack (10) according to item 1 is characterized in that:

[0152] Based on the pattern of the current flowing in the power line, a pulse signal is used to generate a communication signal for communication between the control unit (12) of the power storage pack (10) and the control unit (32) of the electric vehicle (30) when performing the authentication communication.

[0153] The pulse signal includes a current-mode identification information communication pulse corresponding to the authentication identification information and a resistance measurement communication pulse having a width longer than that of the identification information communication pulse.

[0154] The contact resistance is measured based on the resistance measurement communication pulse signal.

[0155] This can improve the measurement accuracy of the contact resistance.

[0156] [Item 3]

[0157] The power storage pack (10) according to item 1 or 2 is characterized in that:

[0158] When the power storage pack (10) is mounted on the electric mobile body (30), the control unit (12) of the power storage pack (10) transmits a signal for notifying the presence of the power storage pack (10) via short-range wireless communication.

[0159] The control unit (12) of the power storage group (10) receives identification information sent from the control unit (32) of the electric mobile body (30) based on the pattern of the current flowing in the power line after being temporarily connected to the control unit (32) of the electric mobile body (30).

[0160] The control unit (12) of the power storage pack (10) transmits a signal including the identification information to the control unit (32) of the electric mobile body (30) via the short-range wireless communication when receiving the identification information from the control unit (32) of the electric mobile body (30).

[0161] The signal transmitted by the short-range wireless communication is used in the control unit (32) of the electric mobile body (30) to authenticate whether the power storage pack (10) installed in the electric mobile body (30) and the communication object of the short-range wireless communication are the same.

[0162] The control unit (12) of the power storage pack (10) measures the contact resistance during the authentication process.

[0163] Thus, the control unit (32) of the electric mobile body (30) can correctly authenticate whether the installed power storage pack (10) is the same as the communication partner of the short-range wireless communication.

[0164] [Item 4]

[0165] The power storage pack (10) according to any one of items 1 to 3, wherein

[0166] When the measured contact resistance exceeds a threshold value, the control unit (12) of the power storage pack (10) sends an alarm signal to the control unit (32) of the electric movable body (30).

[0167] This enables the control unit (32) of the electric movable body (30) to recognize poor contact.

[0168] [Item 5]

[0169] A power storage pack (10) is characterized by comprising:

[0170] a power storage unit (11) for supplying power to the electric vehicle (30); and

[0171] A control unit (12) that communicates with a control unit (22) of the charging device (20) for authentication using a pattern of current flowing in the power line when the power storage pack (10) is installed in a charging slot (SLc1) of the charging device (20).

[0172] The control unit (12) of the power storage group (10) measures the contact resistance between the power storage group (10) and the charging device (20) based on the voltage on the power storage group (10) side of the power line, the voltage on the charging device (20) side of the power line received from the control unit (22) of the charging device (20), and the current when performing authentication communication using the pattern of the current flowing in the power line.

[0173] Thus, the contact resistance can be efficiently measured when the electricity storage pack (10) is installed.

[0174] [Item 6]

[0175] The power storage pack (10) according to item 5 is characterized in that:

[0176] Based on the pattern of the current flowing in the power line, a pulse signal is used to generate a communication signal for communication between the control unit (12) of the power storage pack (10) and the control unit (22) of the charging device (20) when performing the authentication communication.

[0177] The pulse signal includes a current-mode identification information communication pulse corresponding to the authentication identification information and a resistance measurement communication pulse having a width longer than that of the identification information communication pulse.

[0178] The contact resistance is measured based on the resistance measurement communication pulse signal.

[0179] This can improve the measurement accuracy of the contact resistance.

[0180] [Item 7]

[0181] The power storage pack (10) according to item 5 or 6 is characterized in that:

[0182] When the power storage pack (10) is installed in the charging slot (SLc1) of the charging device (20), the control unit (12) of the power storage pack (10) transmits a signal for notifying its presence via short-range wireless communication.

[0183] The control unit (12) of the power storage group (10) receives identification information sent from the control unit (22) of the charging device (20) based on the pattern of the current flowing in the power line after being temporarily connected to the control unit (22) of the charging device (20).

[0184] The control unit (12) of the power storage pack (10) transmits a signal including the identification information to the control unit (22) of the charging device (20) via the short-range wireless communication when receiving the identification information from the control unit (22) of the charging device (20).

[0185] The signal transmitted by the short-range wireless communication is used in the control unit (22) of the charging device (20) to authenticate whether the storage pack (10) installed in the charging slot (SLc1) of the charging device (20) is the same as the communication partner of the short-range wireless communication.

[0186] The control unit (12) of the power storage pack (10) measures the contact resistance during the authentication process.

[0187] Thus, the control unit (22) of the charging device (20) can correctly authenticate whether the power storage pack (10) installed in the charging slot (SLc1) is the same as the communication partner of the short-range wireless communication.

[0188] [Item 8]

[0189] The power storage pack (10) according to any one of items 5 to 7, wherein

[0190] The control unit (12) of the power storage pack (10) sends an alarm signal to the control unit (22) of the charging device (20) when the measured contact resistance value exceeds a threshold value.

[0191] This enables the control unit (22) of the charging device (20) to recognize poor contact.

[0192] [Item 9]

[0193] The power storage pack (10) according to any one of items 1 to 8, wherein

[0194] The control unit (12) of the power storage pack (10) uses the value of the contact resistance in a state where the measured value has converged as the official contact resistance value.

[0195] This can improve the measurement accuracy of the contact resistance.

[0196] [Item 10]

[0197] An electric mobile body (30) is characterized by comprising:

[0198] a motor (311); and

[0199] a control unit (32) that, when a power storage pack (10) for supplying power to the motor (311) is mounted on the electric mobile body (30), performs authentication communication with a control unit (12) of the power storage pack (10) using a pattern of current flowing in a power line;

[0200] The control unit (32) of the electric mobile body (30) measures the contact resistance between the electric mobile body (30) and the power storage group (10) based on the voltage on the electric mobile body (30) side of the power line, the voltage on the power storage group (10) side of the power line received from the control unit (12) of the power storage group (10), and the current when performing authentication communication using the pattern of the current flowing in the power line.

[0201] Thus, the contact resistance can be efficiently measured when the electricity storage pack (10) is installed.

[0202] [Item 11]

[0203] The electric vehicle (30) according to item 10 is characterized in that

[0204] After the power storage pack (10) is mounted on the electric mobile body (30), the control unit (32) of the electric mobile body (30) temporarily connects to the control unit of the destination of the signal when receiving a signal transmitted via short-range wireless communication.

[0205] The control unit (32) of the electric mobile body (30) transmits identification information to the control unit (12) of the power storage group (10) installed in the electric mobile body (30) using the pattern of the current flowing in the power line.

[0206] When receiving a signal transmitted by the short-range wireless communication from the control unit (12) of the temporarily connected power storage pack (10), the control unit (32) of the electric mobile body (30) compares the identification information contained in the received signal with the identification information transmitted using the pattern of the current flowing in the power line, and if they are consistent, authenticates that the power storage pack (10) installed in the electric mobile body (30) is the same as the communication object of the short-range wireless communication.

[0207] The control unit (32) of the electric mobile body (30) measures the contact resistance during the authentication process.

[0208] Thus, the control unit (32) of the electric mobile body (30) can correctly authenticate whether the installed power storage pack (10) is the same as the communication partner of the short-range wireless communication.

[0209] [Item 12]

[0210] The electric vehicle (30) according to item 10 or 11 is characterized in that

[0211] It also includes a notification unit for notifying information indicating the state of the electric movable body (30),

[0212] The control unit (32) of the electric mobile body (30) causes the notification unit to notify information indicating that the power storage pack (10) is poorly mounted when the measured contact resistance exceeds a threshold value.

[0213] This allows the user to recognize poor contact.

[0214] [Item 13]

[0215] The electric vehicle (30) according to any one of items 10 to 12, wherein

[0216] The control unit (32) of the electric mobile body (30) uses the value of the contact resistance in a state where the measured value has converged as the official value of the contact resistance.

[0217] This can improve the measurement accuracy of the contact resistance.

[0218] [Item 14]

[0219] A charging device (20), characterized by comprising:

[0220] Charging slot (SLc1); and

[0221] a control unit (22) that communicates with the control unit (12) of the power storage pack (10) for authentication using a pattern of current flowing in the power line when the power storage pack (10) is installed in the charging slot (SLc1);

[0222] The control unit (22) of the charging device (20) measures the contact resistance between the charging device (20) and the power storage group (10) based on the voltage on the charging device (20) side of the power line, the voltage on the power storage group (10) side of the power line received from the control unit (12) of the power storage group (10), and the current when performing authentication communication using the pattern of the current flowing in the power line.

[0223] Thus, the contact resistance can be efficiently measured when the electricity storage pack (10) is installed.

[0224] [Item 15]

[0225] The charging device (20) according to item 14 is characterized in that

[0226] After the power storage pack (10) is installed in the charging slot (SLc1), the control unit (22) of the charging device (20) temporarily connects to the control unit of the destination of the signal when receiving a signal transmitted via short-range wireless communication.

[0227] The control unit (22) of the charging device (20) sends identification information to the control unit (12) of the power storage pack (10) installed in the charging slot (SLc1) using the pattern of the current flowing in the power line.

[0228] When receiving a signal transmitted by the short-range wireless communication from the control unit (12) of the temporarily connected power storage pack (10), the control unit (22) of the charging device (20) compares the identification information contained in the received signal with the identification information transmitted using the pattern of the current flowing in the power line, and if they are consistent, authenticates that the power storage pack (10) installed in the charging slot (SLc1) is the same as the communication partner of the short-range wireless communication.

[0229] The control unit (22) of the charging device (20) measures the contact resistance during the authentication process.

[0230] Thus, the control unit (22) of the charging device (20) can correctly authenticate whether the power storage pack (10) installed in the charging slot (SLc1) is the same as the communication partner of the short-range wireless communication.

[0231] [Item 16]

[0232] The charging device (20) according to item 14 or 15 is characterized in that

[0233] The control unit (22) of the charging device (20) sends an alarm signal to a terminal device of a manager of the charging device (20) when the measured contact resistance exceeds a threshold value.

[0234] This enables the administrator of the charging device (20) to recognize poor contact.

[0235] [Item 17]

[0236] The charging device (20) according to any one of items 14 to 16, wherein

[0237] The control unit (22) of the charging device (20) uses the value of the contact resistance in a state where the measured value has converged as the official value of the contact resistance.

[0238] This can improve the measurement accuracy of the contact resistance.

[0239] Description of Reference Numerals

[0240] 1: Vehicle system; 2: Commercial power system; 10: Battery pack; 11: Battery module; E1-En: Battery cell; 12: Battery control unit; 13: Processing unit; 14: Voltage measurement unit; 15: Antenna; 16: Wireless communication unit; 17: Current sensor; 18: Fitting detection unit; 20: Charging device; 21: Charging station; SLc: Charging slot; 22: Control unit; 23: Processing unit; 25: Antenna; 26: Wireless communication unit; 27: Display unit; 28: Operation unit; 29: Charging unit; 30: Vehicle; 31: Battery installation unit; SLa: Installation slot; 32: Vehicle control unit; 33: Processing unit; 33r: Relay control unit; 34: Voltage sensor; 35: Antenna; 36: Wireless communication unit; 37: Current sensor; 38a: First fitting detection unit; 38b: Second fitting detection unit; 38p: Group detection unit; 39: Instrument panel; 310: Inverter; 311: Motor; 312: Tire; RYm: Main relay; RYs: Slot relay; RYp: Power relay; SWd: Discharge switch; F1: Fuse; R1: Resistor; Tp: Positive terminal; Tm: Negative terminal.

Claims

1. A power storage pack, characterized in that: have: a power storage unit for supplying power to the electric vehicle; and a control unit that, when the power storage pack is mounted on the electric vehicle, communicates with the control unit of the electric vehicle for authentication using a pattern of current flowing in the power line; The control unit of the power storage group measures the contact resistance between the power storage group and the electric mobile body based on the voltage on the power storage group side of the power line, the voltage on the electric mobile body side of the power line received from the control unit of the electric mobile body, and the current when performing authentication communication using the pattern of the current flowing in the power line.

2. The power storage pack according to claim 1, wherein: generating, based on a pattern of current flowing in the power line, a communication signal for communication between a control unit of the power storage pack and a control unit of the electric vehicle when performing the authentication communication, using a pulse signal; The pulse signal includes a current-mode identification information communication pulse corresponding to the authentication identification information and a resistance measurement communication pulse having a width longer than that of the identification information communication pulse. The contact resistance is measured based on the signal of the resistance measurement communication pulse.

3. The power storage pack according to claim 1 or 2, characterized in that: When the power storage pack is mounted on the electric vehicle, the control unit of the power storage pack transmits a signal notifying the presence of the power storage pack via short-range wireless communication. After being temporarily connected to the control unit of the electric vehicle, the control unit of the power storage pack receives identification information transmitted from the control unit of the electric vehicle based on the pattern of current flowing in the power line. Upon receiving the identification information from the control unit of the electric vehicle, the control unit of the power storage pack transmits a signal including the identification information to the control unit of the electric vehicle via the short-range wireless communication. The signal transmitted by the near-field wireless communication is used by the control unit of the electric vehicle to authenticate whether the power storage pack mounted on the electric vehicle is the same as the communication destination of the near-field wireless communication. The control unit of the power storage pack measures the contact resistance during the authentication process.

4. The power storage pack according to claim 1 or 2, characterized in that: When the measured contact resistance exceeds a threshold value, the control unit of the power storage pack transmits an alarm signal to the control unit of the electric vehicle.

5. The power storage pack according to claim 1 or 2, characterized in that: The control unit of the present power storage pack uses the value in a state where the measured contact resistance value has converged as the official contact resistance value.

6. A power storage pack, characterized in that: have: a power storage unit for supplying power to the electric vehicle; and a control unit that communicates with the control unit of the charging device for authentication using the pattern of current flowing in the power line when the power storage pack is installed in the charging slot of the charging device; The control unit of the power storage pack measures the contact resistance between the power storage pack and the charging device based on the voltage on the power storage pack side of the power line, the voltage on the charging device side of the power line received from the control unit of the charging device, and the current when performing authentication communication using a pattern of current flowing in the power line.

7. The power storage pack according to claim 6, characterized in that: generating, based on a pattern of current flowing in the power line, a communication signal for communication between a control unit of the power storage pack and a control unit of the charging device when performing the authentication communication, using a pulse signal; The pulse signal includes a current-mode identification information communication pulse corresponding to the authentication identification information and a resistance measurement communication pulse having a width longer than that of the identification information communication pulse. The contact resistance is measured based on the signal of the resistance measurement communication pulse.

8. The power storage pack according to claim 6 or 7, characterized in that: When the power storage pack is installed in the charging slot of the charging device, the control unit of the power storage pack transmits a signal for notifying its presence via short-range wireless communication. After the control unit of the power storage pack is temporarily connected to the control unit of the charging device, the control unit receives identification information transmitted from the control unit of the charging device based on the pattern of the current flowing in the power line. Upon receiving the identification information from the control unit of the charging device, the control unit of the power storage pack transmits a signal including the identification information to the control unit of the charging device via the short-range wireless communication. The signal transmitted by the near-field wireless communication is used by the control unit of the charging device to authenticate whether the storage pack installed in the charging slot of the charging device is the same as the communication partner of the near-field wireless communication. The control unit of the power storage pack measures the contact resistance during the authentication process.

9. The power storage pack according to claim 6 or 7, characterized in that: When the measured contact resistance value exceeds a threshold value, the control unit of the power storage pack transmits an alarm signal to the control unit of the charging device.

10. The power storage pack according to claim 6 or 7, characterized in that: The control unit of the present power storage pack uses the value in a state where the measured contact resistance value has converged as the official contact resistance value.

11. An electric mobile body, characterized in that: have: motor; and a control unit that, when a power storage pack for supplying power to the motor is mounted on the electric vehicle, communicates with the control unit of the power storage pack for authentication using a pattern of current flowing in the power line; The control unit of the electric mobile body measures the contact resistance between the electric mobile body and the power storage pack based on the voltage on the electric mobile body side of the power line, the voltage on the power storage pack side of the power line received from the control unit of the power storage pack, and the current when performing authentication communication using a pattern of current flowing in the power line.

12. The electric vehicle according to claim 11, wherein: After the power storage pack is mounted on the electric vehicle, the control unit of the electric vehicle, upon receiving a signal transmitted via short-range wireless communication, temporarily connects to a control unit to which the signal is transmitted. The control unit of the electric vehicle transmits identification information to the control unit of the power storage pack mounted on the electric vehicle using the pattern of the current flowing in the power line. When the control unit of the electric mobile vehicle receives a signal transmitted by the short-range wireless communication from the control unit of the temporarily connected power storage pack, the control unit compares whether the identification information included in the received signal matches the identification information transmitted using the pattern of the current flowing in the power line, and, if they match, authenticates that the power storage pack installed in the electric mobile vehicle is the same as the communication partner of the short-range wireless communication. The control unit of the electric vehicle measures the contact resistance during the authentication process.

13. The electric vehicle according to claim 11 or 12, characterized in that: further comprising a notification unit configured to notify information indicating a state of the electric movable body, The control unit of the electric vehicle causes the notification unit to notify information indicating a mounting failure of the power storage pack when the measured contact resistance exceeds a threshold value.

14. The electric vehicle according to claim 11 or 12, wherein: The control unit of the electric vehicle uses the value of the contact resistance in a state where the measured value has converged as the official value of the contact resistance.

15. A charging device, characterized in that: have: Charging slot; as well as a control unit that communicates with the control unit of the power storage pack for authentication using a pattern of current flowing in the power line when the power storage pack is mounted in the charging slot; The control unit of the charging device measures the contact resistance between the charging device and the power storage pack based on the voltage on the charging device side of the power line, the voltage on the power storage pack side of the power line received from the control unit of the power storage pack, and the current when performing authentication communication using a pattern of current flowing in the power line.

16. The charging device according to claim 15, characterized in that: After the power storage pack is installed in the charging slot, the control unit of the charging device, upon receiving a signal transmitted via near-field wireless communication, temporarily connects to the control unit of the destination of the signal. The control unit of the charging device transmits identification information to the control unit of the power storage pack installed in the charging slot using the pattern of the current flowing in the power line. When the control unit of the charging device receives a signal transmitted by the short-range wireless communication from the control unit of the temporarily connected power storage pack, the control unit compares the identification information included in the received signal with the identification information transmitted using the pattern of the current flowing in the power line to see if they are consistent. If they are consistent, the control unit authenticates that the power storage pack installed in the charging slot is the same as the communication partner of the short-range wireless communication. The control unit of the charging device measures the contact resistance during the authentication process.

17. The charging device according to claim 15 or 16, characterized in that: The control unit of the charging device transmits an alarm signal to a terminal device of a manager of the charging device when the measured contact resistance exceeds a threshold value.

18. The charging device according to claim 15 or 16, characterized in that: The control unit of the present charging device uses the value of the contact resistance in a state where the measured value has converged as the official value of the contact resistance.

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