Electric storage battery, electric moving body, and charging device

Abstract

The control unit (12) of the storage battery pack (10) communicates with the control unit (32) of the electric moving body while the storage battery pack (10) is mounted on the electric moving body (30). The communication wiring (Lc1) connects between the node on the power supply terminal (Tp) side of the power line (Lp1) relative to the first switch (RYp) and the control unit (12) of the storage battery pack (10). When detecting an overvoltage of the power line (Lp1) during the communication between the control unit (12) of the storage battery pack (10) and the control unit (32) of the electric moving body, the overvoltage protection circuit (19) turns off the second switch (SWc) inserted into the communication wiring (Lc1).

Description

Technical Field

[0001] The present disclosure relates to a battery pack, an electric moving body, and a charging device that can be easily attached to and detached from an electric moving body. Background Art

[0002] In recent years, electric motorcycles (electric scooters) and electric bicycles have become popular. Generally, a portable battery pack that can be easily attached to and detached is used in electric motorcycles and electric bicycles. When the battery is used as a power source for a motorcycle (scooter), the time required for energy replenishment becomes longer (the charging time is longer than the fuel supply time) compared to the case of using a liquid fuel such as gasoline.

[0003] Therefore, it is considered to construct the following structure: when the remaining capacity of the battery pack becomes small, the time required for energy replenishment is shortened by replacing the pre-charged battery pack with the battery pack having a small remaining capacity at the nearest charging station.

[0004] In addition, in order to reduce the terminals of the battery pack, it is considered to transmit and receive control signals between the battery pack and the vehicle or charger by wireless communication. In the above structure accompanied by the replacement of the battery pack, when a battery pack that transmits and receives control signals by wireless communication is used, a situation may occur in which there are multiple vehicles or multiple chargers within the range where wireless communication with the battery pack is possible.

[0005] In such a situation, the control unit of a certain vehicle may erroneously control the battery pack installed in another nearby vehicle. In addition, the control unit of the charger may fail to control the battery pack that should be controlled in a certain charging slot and may erroneously control the battery pack that should not be controlled in another charging slot. In such a case, the safety and security of the entire charging system cannot be ensured.

[0006] Therefore, the present inventor has developed the following method: identification information is transmitted from the vehicle or the charging device to the battery pack via a power line, and the identification information is wirelessly communicated back from the battery pack to the vehicle or the charging device, thereby correctly identifying the battery pack installed in the vehicle or the charging device. In this method, when transmitting the identification information via the power line, the power line is disconnected from the high-voltage section and the power line is used as a low-voltage signal line.

[0007] Patent Document 1 discloses the following method: the voltage division resistor of the overvoltage protection circuit for battery monitoring is separated by a switch to suppress battery consumption. The overvoltage protection circuit is a circuit that protects the battery from being applied with an overvoltage, and is not a circuit that protects the low-voltage control circuit from the influence of the high-voltage section in a state where the power line disconnected from the high-voltage section such as the battery is used as a low-voltage signal line.

[0008] Prior art documents

[0009] Patent documents

[0010] Patent Document 1: Japanese Patent Laid-Open No. 2000-152510 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 thereof is to provide a technique for safely performing communication using a power line between a battery pack and an electric moving body or a charging device.

[0013] Solutions to the problems

[0014] To solve the above problems, a battery pack according to a certain aspect of the present disclosure includes: a power storage unit for supplying power to an electric moving body; a power line connecting the power storage unit and a power supply terminal for charging and discharging; a first switch inserted into the power line; a control unit that communicates with the control unit of the electric moving body when the present battery pack is installed in the electric moving body, or communicates with the control unit of the charging device when the present battery pack is installed in a charging slot of the charging device; a communication wiring connecting a node on the power supply terminal side of the power line relative to the first switch and the control unit of the present battery pack; a second switch inserted into the communication wiring; and an overvoltage protection circuit that protects the control unit of the present battery pack from overvoltage. When the control unit of the present battery pack communicates with the control unit of the electric moving body or the control unit of the charging device using the power line and the communication wiring, the first switch is controlled to be in an off state and the second switch is controlled to be in an on state. When the overvoltage protection circuit detects an overvoltage on the power line during communication between the control unit of the present battery pack and the control unit of the electric moving body or the control unit of the charging device, the second switch is turned off.

[0015] Effects of the invention

[0016] According to the present disclosure, it is possible to safely perform communication using a power line between a battery pack and an electric moving body or a charging device. Description of the drawings

[0017] Figure 1 It 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 structural example of a charging device according to an embodiment.

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

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

[0021] Figure 5 This is a diagram showing the basic concept of a process in which a vehicle control unit authenticates a battery pack installed in an installation slot of a vehicle.

[0022] Figure 6 This is a diagram schematically showing a process of assigning an ID to a battery pack after replacement when replacing a battery pack installed in an installation slot of a vehicle.

[0023] Figure 7 This is a sequence diagram showing a detailed processing flow when replacing a battery pack installed in an installation slot of a vehicle.

[0024] Figure 8 This is a sequence diagram showing a detailed processing flow when replacing a battery pack installed in an installation slot of a vehicle.

[0025] Figure 9 This is for explaining Figure 4 a structural example 1 of an overvoltage protection circuit of a first battery pack and a first overvoltage protection circuit of a vehicle.

[0026] Figure 10 This is for explaining Figure 4 a structural example 2 of an overvoltage protection circuit of a first battery pack and a first overvoltage protection circuit of a vehicle. Detailed Embodiment

[0027] Figure 1 This is a conceptual diagram of a vehicle system 1 using a replaceable battery pack 10 according to an embodiment. In this vehicle system 1, a plurality of battery packs 10, at least one charging device 20, and a plurality of vehicles 30 are used. In the present embodiment, an electric motorcycle (electric scooter) is assumed as the vehicle 30.

[0028] The battery pack 10 is a detachable, portable, and replaceable battery pack that can be installed in the installation slot of the vehicle 30 and also in the charging slot of the charging device 20. The battery pack 10 is charged while being installed in the charging slot of the charging device 20. After the charging is completed, the battery pack 10 is taken out 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 running, and as a result, the remaining capacity decreases. The battery pack 10 with the decreased remaining capacity is taken out by the user and installed in the charging slot of the charging device 20. The user takes out the fully 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 the decreased remaining capacity is replaced with the fully charged battery pack 10. Thus, the user does not need to wait during the charging of the battery pack 10 and can start the vehicle 30 again in a short time.

[0029] In this method, since the battery pack 10 is frequently loaded and unloaded, the deterioration of the connector part of the battery pack 10 that comes into contact with the connector part of the installation slot of the vehicle 30 or the charging slot of the charging device 20 is likely to be aggravated. As a countermeasure, in the present embodiment, the control signal is transmitted and received between the vehicle 30 and the battery pack 10 or between the charging device 20 and the battery pack 10 through wireless communication. Thus, the terminal for the communication line can be removed from the connector. It is only necessary to provide a terminal for the power line in the connector. In the present embodiment, since the wired communication via the connector is not used when transmitting and receiving the control signal, the control signal can be prevented from being cut off due to a connector failure.

[0030] The wireless communication between the vehicle 30 and the battery pack 10, the wireless communication between the charging device 20 and the battery pack 10, and the wireless communication between the vehicle 30 and the charging device 20 use short-range wireless communication. As the short-range wireless communication, Bluetooth (registered trademark), Wi-Fi (registered trademark), infrared communication, etc. can be used. Hereinafter, in the present embodiment, as the short-range wireless communication, it is assumed that BLE (Bluetooth (registered trademark) Low Energy) is used.

[0031] BLE is one of the extended standards of Bluetooth (registered trademark), and is a low-power short-range wireless communication standard using the 2.4 GHz band. BLE has low power consumption to the extent that it can be driven by a button battery for several years, so it is suitable for battery-driven and is considered to have almost negligible impact on the remaining capacity of the battery pack 10. In addition, since modules for BLE communication are widely available on the market, they can be obtained at low cost. In addition, BLE has high affinity with smartphones and can provide various services that cooperate with smartphones.

[0032] In the case of using ordinary Class 2 devices, the radio wave reach of BLE is about 10 m. Thus, a state may occur in which there are multiple vehicles 30, multiple battery packs 10, and a charging device 20 within the BLE communication range. Since the charging device 20 is provided with multiple charging slots, the charging device 20 needs to perform wireless communication 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. The same applies when multiple mounting slots are provided in the vehicle 30. The vehicle 30 needs to perform wireless communication with each of the multiple battery packs 10 installed in the multiple mounting 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 a specific communication object of the charging device 20. Similarly, a structure is required to ensure that the battery pack 10 installed in a specific mounting slot of the vehicle 30 is the same as the battery pack 10 that is a specific communication object of the vehicle 30. In the present embodiment, identification information (ID) is used to confirm the identity of the physically connected battery pack 10 and the battery pack 10 connected by wireless communication. This identification information (ID) can be temporal identification information. In addition, the identification information (ID) may also include identification information unique to each device.

[0034] Figure 2 FIG. is a diagram showing a structural example of the charging device 20 according to the embodiment. The charging device 20 includes a charging stand 21, a control unit 22, a display unit 27, an operation 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 stand 21 has multiple charging slots SLc1 - SLc8 for mounting multiple battery packs 10. In Figure 2 the example shown, the number of charging slots is 8, but the number of charging slots may be 2 or more, for example, it may also be 4.

[0036] Each of the charging slots SLc1 - SLc8 has a connector including a positive terminal and a negative terminal. When the battery pack 10 is installed, each of the charging slots SLc1 - SLc8 is electrically connected to the positive terminal and the negative terminal included in the connector of the battery pack 10, respectively. The negative terminal portions included in the connectors of each of the charging slots SLc1 - SLc8 and the negative terminal portions included in the connector of the battery pack 10 may also be constituted by solid ground wires (Japanese: ベタGND), respectively. In this case, the pin included in the connector of the battery pack 10 can be used as one of the positive terminal pins, thereby reducing the protruding portions of the connectors where defective conditions are likely to occur.

[0037] The processing unit 13 of each battery pack 10 mounted on the charging station 21 (refer to Figure 4 ) transmits and receives control signals to and from the processing unit 23 in the control unit 22 using short - range wireless communication and power lines. The specific method of transmitting and receiving control signals between them will be described later.

[0038] The positive terminals and negative terminals of each of the charging slots SLc1 - SLc8 are respectively connected to the positive terminal and negative terminal of the charging unit 29. The charging unit 29 is connected to the commercial power system 2 and can charge the battery packs 10 mounted on the charging station 21. The charging unit 29 performs full - wave rectification on the AC power supplied from the commercial power system 2 and smoothes it using a filter, thereby generating DC power.

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

[0040] In addition, DC / DC converters (not shown) may be respectively provided between the positive terminal and negative terminal of the charging unit 29 and the positive terminals and negative terminals of each of the charging slots 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. In addition, the DC / DC converter may also be provided inside the battery pack 10. In addition, when an AC / DC converter is mounted inside the battery pack 10, the battery pack 10 can also be charged with AC power from the charging unit 29.

[0041] The processing unit 23 is constituted by, for example, a microcomputer. The wireless communication unit 26 performs short-range wireless communication processing. In the present embodiment, the wireless communication unit 26 is constituted by a BLE module, and the antenna 25 is constituted by a chip antenna or a pattern antenna built in the BLE module. The wireless communication unit 26 outputs the data received by short-range wireless communication to the processing unit 23, and transmits the data input from the processing unit 23 by short-range wireless communication.

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

[0043] The display unit 27 includes a display, and displays guidance for a user (usually the driver of the vehicle 30) who uses the charging device 20. The operation unit 28 is a user interface such as a touch panel, and is used to receive operations from the user. In addition, the charging device 20 may further include a speaker (not shown), and outputs voice guidance to the user from the speaker.

[0044] Figure 3 FIG. shows a structural example of the vehicle 30 according to the 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. In Figure 3 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 terminal and the negative terminal included in the connector of the battery pack 10, respectively. The negative terminal portion included in the connector of each mounting slot SLa1-SLa2 may also be constituted by a solid ground wire.

[0047] The processing unit 13 of each battery pack 10 mounted on the battery mounting portion 31 (refer to Figure 4)Control signals are transmitted and received between the in-vehicle control unit 32 and the processing unit 33 using short-range wireless communication and power lines. The specific method of transmitting and receiving control signals between the two will be described later.

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

[0049] The positive terminal and the negative terminal of the battery mounting portion 31 are connected to the positive terminal and the negative terminal of the inverter 310 via the 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 conduction / cutoff between the vehicle 30 and the battery pack 10 by controlling the on / off of the main relay RYm.

[0050] During power running, the inverter 310 converts the DC power supplied from the battery pack 10 installed in the battery mounting portion 31 into AC power and supplies it to the motor 311. During regeneration, it converts the AC power supplied from the motor 311 into DC power and supplies it to the battery pack 10 installed in the battery mounting portion 31. The motor 311 is a three-phase AC motor and rotates according to the AC power supplied from the inverter 310 during power running. During regeneration, it converts the rotational energy generated by deceleration into AC power and supplies it to the inverter 310. The rotation axis of the motor 311 is connected to the rotation axis of the rear-wheel tire 312. In addition, a transmission can also be provided between the rotation axis of the motor 311 and the rotation axis of the tire 312.

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

[0052] The processing unit 33 can obtain the status information of the battery from the battery pack 10 installed in the battery installation unit 31. As the status information of the battery, at least one of the voltage, current, temperature, SOC, and SOH of the plurality of battery cells E1-En (refer to Figure 4 ) in the battery pack 10 can be obtained. In addition, the processing unit 33 can obtain the speed of the vehicle 30.

[0053] The instrument panel 39 displays the 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 judge 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 FIG. is a diagram showing an example of the system configuration of the battery pack 10 and the vehicle control unit 32 mounted on the vehicle 30 according to the embodiment. Figure 4 The example shown is a state in which two battery packs 10a and 10b are installed in the battery installation unit 31 of the vehicle 30 (refer to 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-side power bus via a socket relay RYs, and the negative terminal Tm of the battery pack 10 is connected to the negative-side power bus. The positive-side power bus and the negative-side power bus are connected to the inverter 310 via a main relay RYm (refer to Figure 3 ).

[0056] The battery module 11 includes a plurality of battery cells E1-En connected in series. In addition, the battery module 11 may be formed by connecting a plurality of battery modules in series or in series-parallel. For the battery cells, lithium-ion battery cells, nickel-metal hydride battery cells, lead battery cells, etc. can be used. Hereinafter, in this specification, an example of using lithium-ion battery cells (nominal voltage: 3.6V - 3.7V) is assumed. The number of series-connected battery cells E1-En is determined according to the drive voltage of the motor 311.

[0057] A communication path is branched from a node N1 between the positive terminal Tp of the battery pack 10 and the battery module 11. A power relay RYp is inserted between the node N1 and the battery module 11. 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. The current sensor 17 is provided at a position closer to the negative terminal Tm than the power relay RYp. The current sensor 17 measures the current flowing into the battery module 11 and outputs the measured current value to the processing unit 13 of the battery control unit 12. The current sensor 17 can be constituted by, for example, a combination of a shunt resistor, a differential amplifier, and an A / D converter. Further, a Hall element can be used instead of the shunt resistor.

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

[0059] Since the voltage measurement unit 14 is at a high voltage with respect to the processing unit 13, the voltage measurement unit 14 and the processing unit 13 are connected by a communication line in an insulated state. The voltage measurement unit 14 can be constituted by 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 sequentially outputs the voltage between two adjacent voltage measurement lines to the A / D converter from the top. The A / D converter converts the analog voltage input from the multiplexer into a digital value.

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

[0061] Further, 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 in the form of analog values.

[0062] The fitting detection unit 18 detects the fitting 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 a female connector, and the connector on the battery mounting portion 31 side of the vehicle 30 may be a male connector. The fitting detection unit 18 outputs a start signal corresponding to the connection state of both to the processing unit 13. This start signal is defined by a binary signal, outputs an on signal in the state where both are connected, and outputs an off signal in the state where both are separated. The fitting detection unit 18 can be constituted by a reed switch, for example. In this case, the fitting detection unit 18 determines whether both are connected by a magnetic method. In addition, a sensor that detects whether both are connected by a mechanical method may also be used.

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

[0064] The processing unit 13 is connected to the node N1 between the positive terminal Tp of the battery pack 10 and the battery module 11 by the communication wiring Lc1. A pack-side communication switch SWc is inserted on the communication wiring Lc1. In addition, a fuse (not shown) may be inserted in series with the pack-side communication switch SWc on the communication wiring Lc1. This fuse functions as a protection element for preventing overcurrent from flowing into the processing unit 13 from the power line Lp1.

[0065] The processing unit 13 is constituted by a microcomputer. When the start signal input from the fitting detection unit 18 is on, the processing unit 13 starts up, and when the start signal input from the fitting detection unit 18 is off, the processing unit 13 shuts down. In addition, it may shift to a standby state or a sleep state instead of shutting down.

[0066] The processing unit 13 controls the conduction / cutoff of the communication wiring Lc1 between the node N1 and the processing unit 13 by controlling the on / off of the pack-side communication switch SWc. The processing unit 13 manages the states of the plurality of battery cells E1-En based on the voltage values, current values, and temperature values of the plurality of battery cells E1-En measured by the voltage measurement unit 14, the current sensor 17, and the temperature sensor. For example, when overvoltage, undervoltage, overcurrent, high-temperature abnormality, or low-temperature abnormality occurs, the processing unit 13 disconnects the power relay RYp to protect the plurality of battery cells E1-En.

[0067] The processing unit 13 can estimate the SOC and SOH of each of the plurality of 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 defined by the ratio of the current full charge capacity to the initial full charge capacity. The lower the value (the closer it is to 0%), the more severe the deterioration. The SOH can be obtained either by measuring the capacity based on full charge and discharge, or by adding the storage deterioration and the cycle deterioration. The storage deterioration can be estimated based on the SOC, temperature, and storage deterioration rate. The cycle deterioration can be estimated based on the SOC range used, temperature, current rate, and cycle deterioration rate. The storage deterioration rate and the cycle deterioration rate can be derived in advance through experiments and simulations. The SOC, temperature, SOC range, and current rate can be obtained through measurement.

[0068] In addition, the SOH can also be estimated based on the 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. Regarding the internal resistance, there is a relationship that the internal resistance decreases as the temperature increases, and there is a relationship that the internal resistance increases as the SOH decreases.

[0069] In Figure 4 In the system configuration example shown, the vehicle control unit 32 includes a processing unit 33, a relay control unit 34, an antenna 35, a wireless communication unit 36, and a pack detection unit 37. The relay control unit 34 controls the on / off of the main relay RYm, the first slot relay RYsa, and the second slot relay RYsb according to an instruction from the processing unit 33.

[0070] The processing unit 33 of the vehicle control unit 32 is connected to a node Na between the positive terminal Tp of the first battery pack 10a and the first slot relay RYsa by a communication wiring Lca. A first vehicle - side communication switch SWca is inserted on the communication wiring Lca. In addition, a fuse (not shown) can also be inserted in series with the first vehicle - side communication switch SWca on the communication wiring Lca. The processing unit 33 controls the conduction / cut - off of the communication wiring Lca between the node Na and the processing unit 33 by controlling the on / off of the first vehicle - side communication switch SWca.

[0071] Similarly, the processing unit 33 of the vehicle control unit 32 is connected to the node Nb between the positive terminal Tp of the second battery pack 10b and the second slot relay RYsb by the communication wiring Lcb. A second vehicle-side communication switch SWcb is inserted in the communication wiring Lcb. In addition, a fuse (not shown) may be inserted in series with the second vehicle-side communication switch SWcb in the communication wiring Lcb. The processing unit 33 controls the conduction / cutoff of the communication wiring Lcb between the node Nb and the processing unit 33 by controlling the on / off of the second vehicle-side communication switch SWcb.

[0072] In addition, when there are three or more mounting slots provided in the battery mounting portion 31 of the vehicle 30, three or more slot relays RYs and vehicle-side communication switches SWc on the communication wiring Lc are respectively connected in parallel.

[0073] The first fitting detection unit 38a detects the fitting state of the connector of the first mounting slot SLa1 of the battery mounting portion 31 and the connector of the first battery pack 10a, and outputs a detection signal indicating whether or not they are fitted to the group detection unit 37. Similarly, the second fitting detection unit 38b detects the fitting state of the connector of the second mounting slot SLa2 of the battery mounting portion 31 and the connector of the second battery pack 10b, and outputs a detection signal indicating whether or not they are fitted to the group detection unit 37. The first fitting detection unit 38a and the second fitting detection unit 38b can detect whether they are connected to the connector on the battery pack 10 side either by a magnetic method or by a mechanical method.

[0074] The group detection unit 37 outputs a start signal corresponding to the plurality of detection signals input from the plurality of fitting detection units 38a, 38b to the processing unit 33. When at least one of the plurality of detection signals indicates a connected state, the group detection unit 37 outputs a start signal including the slot number of the connected state. When all of the plurality of detection signals indicate a non-connected state, the group detection unit 37 controls the start signal to the off state.

[0075] When the start signal input from the group detection unit 37 is on, the processing unit 33 starts, and when the start signal input from the group detection unit 37 is off, the processing unit 33 shuts down. In addition, it may shift to a standby state or a sleep state instead of shutting down.

[0076] In the system configuration example described above, 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.

[0077] In addition, the processing unit 33 of the vehicle control unit 32 can send a control signal to the processing unit 13 of the battery control unit 12 via a wired path. When communicating with the processing unit 13 of the first battery pack 10a via the wired path, the processing unit 33 of the vehicle control unit 32 disconnects the first slot relay RYsa and turns on the first vehicle-side communication switch SWca. The processing unit 13 of the first battery pack 10a disconnects the power relay RYp in the first battery pack 10a and turns on the group-side communication switch SWc. In this state, the wired path between the processing unit 33 of the vehicle control unit 32 and the processing unit 13 of the first battery pack 10a is conducted in a state insulated from the high-voltage parts of the vehicle 30 and the battery pack 10. In this state, serial communication with a low voltage (e.g., 5V) corresponding to the operating voltage of the processing unit can be performed between the processing unit 33 of the vehicle control unit 32 and the processing unit 13 of the first battery pack 10a.

[0078] Similarly, when communicating with the processing unit 13 of the second battery pack 10b via the wired path, the processing unit 33 of the vehicle control unit 32 disconnects the second slot relay RYsb and turns on the second vehicle-side communication switch SWcb. The processing unit 13 of the second battery pack 10b disconnects the power relay RYp in the second battery pack 10b and turns on the group-side communication switch SWc. In this state, the wired path between the processing unit 33 of the vehicle control unit 32 and the processing unit 13 of the second battery pack 10b is conducted in a state insulated from the high-voltage parts of the vehicle 30 and the battery pack 10. In this state, serial communication with a low voltage (e.g., 5V) corresponding to the operating voltage of the processing unit can be performed between the processing unit 33 of the vehicle control unit 32 and the processing unit 13 of the second battery pack 10b.

[0079] In Figure 4 In the system configuration example shown, an overvoltage protection circuit 19 is provided to protect the processing unit 13 of the battery pack 10 from overvoltage. When the overvoltage protection circuit 19 detects an overvoltage on the power line during communication between the processing unit 13 of the battery pack 10 and the processing unit 33 of the vehicle 30 using the power line, it turns off the group-side communication switch SWc. In addition, the section of the power line for communication is the section between the power relay RYp and the slot relay RYs in the battery pack 10. The overvoltage protection circuit 19 detects the voltage of this section of the power line. In Figure 4 it, the voltage of the section between the power relay RYp and the positive terminal Tp of the power line Lp1 in the battery pack 10 was detected.

[0080] In addition, a first overvoltage protection circuit 39a and a second overvoltage protection circuit 39b are provided to protect the processing unit 33 of the vehicle 30 from overvoltage. When the first overvoltage protection circuit 39a detects an overvoltage on the power line during communication between the processing unit 13 of the battery pack 10 and the processing unit 33 of the vehicle 30 using the power line, it turns off the first vehicle-side communication switch SWca. The first overvoltage protection circuit 39a detects the voltage in the section of the power line between the power relay RYp and the first slot relay RYsa. In Figure 4 the voltage in the section of the power line Lpa on the vehicle 30 side between the positive terminal Tp and the first slot relay RYsa was detected.

[0081] Similarly, when the second overvoltage protection circuit 39b detects an overvoltage on the power line Lpb during communication between the processing unit 13 of the battery pack 10 and the processing unit 33 of the vehicle 30 using the power line, it turns off the second vehicle-side communication switch SWcb. The second overvoltage protection circuit 39b detects the voltage in the section of the power line between the power relay RYp and the second slot relay RYsb. In Figure 4 the voltage in the section of the power line Lpb on the vehicle 30 side between the positive terminal Tp and the second slot relay RYsb was detected. A detailed structural example of the overvoltage protection circuit 19 of the battery pack 10 and the first overvoltage protection circuit 39a and the second overvoltage protection circuit 39b of the vehicle 30 will be described later.

[0082] In Figure 4 in the system structural example shown, at least one of the main relay RYm, the slot relay RYs, and the power relay RYp can be replaced with a semiconductor switch. In addition, the communication switch SWc can be replaced with a relay.

[0083] In addition, although not shown in Figure 2 the control unit 22 of the charging device 20 is also provided with the same structure as the Figure 4 vehicle control unit 32 shown. In the case of the vehicle 30, the connection destination of the power bus is the inverter 310, but in the case of the charging device 20, the connection destination of the power bus becomes the charging unit 29. In addition, in the charging device 20, the number of slots connected to the power bus is generally larger than the number of slots connected to the power bus in the vehicle 30.

[0084] The processing unit 23 of the charging device 20 can transmit and receive control signals with the processing unit 13 of the battery control unit 12 through 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. In addition, the processing unit 23 of the charging device 20 can transmit a control signal to the processing unit 13 of the battery control unit 12 via a wired path.

[0085] Figure 5 FIG. is a diagram showing the basic concept of the process in which the vehicle control unit 32 authenticates the battery pack 10 installed in the installation slot Sla of the vehicle 30. The vehicle control unit 32 basically identifies the battery pack 10 by searching for the radio waves of short-range wireless communication transmitted from the battery pack 10. Specifically, when the battery pack 10 is installed in the installation slot SLa, the vehicle control unit 32 transmits ID1 via a wired path. When the battery control unit 12 of the battery pack 10 receives ID1 via the wired path, it transmits a signal containing ID1 through short-range wireless communication.

[0086] When the vehicle control unit 32 receives a signal of short-range wireless communication, it compares the ID contained in the received signal with the ID1 previously transmitted via the wired path. When the two are consistent, the vehicle control unit 32 authenticates that the battery pack 10 installed in the installation slot Sla is the same as the communication object of the short-range wireless communication. When the two are inconsistent, the vehicle control unit 32 determines that the battery pack 10 installed in the installation slot Sla is not the same as the communication object of the short-range wireless communication, and does not authenticate the battery pack 10 as the communication object. For example, when a signal containing ID2 is received, since it is inconsistent with the ID1 transmitted via the wired path, the battery pack 10 as the transmission destination of the signal containing ID2 is not authenticated.

[0087] In addition, it may be that the vehicle control unit 32 transmits an ID through short-range wireless communication, and compares the transmitted 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] In the above description, the basic concept of the process in which the vehicle control unit 32 authenticates the battery pack 10 installed in the installation slot SLa of the vehicle 30 is shown. The same applies 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 6It is a diagram schematically showing the process of assigning an ID to the replacement battery pack 10 when replacing the battery pack 10 installed in the installation slot SLa of the vehicle 30. In the case of state 1, the first charging slot SLc1 of the charging device 20 is an empty slot, and the second battery pack 10b that has been charged is installed in the second charging slot SLc2. In addition, the first battery pack 10a with a reduced remaining capacity is installed in the first installation slot SLa1 of the vehicle 30. The first battery pack 10a has a vehicle ID authenticated by the vehicle control unit 32. Through this vehicle ID, the identity of the first battery pack 10a as a physical connection object and the first battery pack 10a as a wireless communication connection object can be ensured from the vehicle 30 side.

[0090] In the case of state 2, the user (usually the driver of the vehicle 30) removes the first battery pack 10a from the first installation 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. In the case where the first battery pack 10a is rented, it is an operation to return the first battery pack 10a to the charging device 20. When the first battery pack 10a is removed from the first installation slot SLa1 of the vehicle 30, the battery control unit 12 of the first battery pack 10a deletes the held vehicle ID.

[0091] In the case of 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. Through this operation, the battery pack 10 installed in the first installation slot SLa1 of the vehicle 30 is physically replaced.

[0092] In the case of state 4, the vehicle control unit 32 assigns a new vehicle ID to the second battery pack 10b installed in the first installation slot SLa1. Through this new vehicle ID, the identity of the second battery pack 10b as a physical connection object and the second battery pack 10b as a wireless communication connection object can be ensured from the vehicle 30 side.

[0093] Figure 7 It is a sequence diagram (part one) showing the detailed processing flow when replacing the battery pack 10 installed in the installation slot SLa of the vehicle 30. Figure 8 It is a sequence diagram (part two) showing the detailed processing flow when replacing the battery pack 10 installed in the installation slot SLa of the vehicle 30. In the horizontal lines in the sequence diagram shown below, the thin dotted line represents wireless communication, the thin solid line represents wired communication, the thick dotted line represents the physical movement of the battery pack, and the thick solid line represents the charging and discharging of the battery pack.

[0094] The first charging slot SLc1 of the charging device 20 is an empty slot, 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. Through this charging ID1, it is possible to ensure the identity of the second battery pack 10b as a physical connection object and the second battery pack 10b as a wireless communication connection object as observed from the charging device 20 side.

[0095] The charging device 20 charges the second battery pack 10b installed in the second charging slot SLc2. That is, the charging current flows from the charging unit 29 to the second battery pack 10b installed in the second charging slot SLc2. When the SOC of the second battery pack 10b reaches the upper limit value, the charging ends. This upper limit value can be either 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 installation slot SLa1 of the vehicle 30. The first battery pack 10a has a vehicle ID authenticated by the vehicle control unit 32. Through this vehicle ID, it is possible to ensure the identity of the first battery pack 10a as a physical connection object and the first battery pack 10a as a wireless communication connection object as observed from the vehicle 30 side. During the running of the vehicle 30, the 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 runs.

[0097] When the user (usually the driver of the vehicle 30) performs a shutdown operation, the vehicle control unit 32 accepts this shutdown operation (P1a). When the vehicle control unit 32 receives the shutdown operation, it sends a shutdown instruction to the battery control unit 12 of the first battery pack 10a through short-range wireless communication. The battery control unit 12 of the first battery pack 10a shuts down when it receives the shutdown instruction from the vehicle control unit 32 (P1b).

[0098] When the user removes the first battery pack 10a from the first installation slot SLa1 of the vehicle 30 and installs the first battery pack 10a in the first charging slot SLc1 of the charging device 20, the fitting detection unit 18 of the first battery pack 10a detects the fitting with the first charging slot SLc1 (P1c), and the battery control unit 12 of the first battery pack 10a starts (P1e). The control unit 22 of the charging device 20 detects that a battery pack 10 is installed in the first charging slot SLc1 (P1d). In addition, the battery control unit 12 of the first battery pack 10a deletes the vehicle ID when it recognizes that it has been removed from the first installation slot SLa1.

[0099] The control unit 22 of the charging device 20 sends the charging ID 2 to the battery control unit 12 of the first battery pack 10a installed in the first charging slot SLc1 via the wired path, and writes the charging ID 2 to the battery control unit 12 of the first battery pack 10a (P1f). When the battery control unit 12 of the first battery pack 10a receives the charging ID 2, the battery control unit 12 becomes a beacon terminal (peripheral terminal) and performs advertisement of short-range wireless communication (P1g). Specifically, the battery control unit 12 sends out the advertisement packet containing the charging ID 2 received via the wired path as a beacon packet at fixed time intervals. The advertisement packet functions as a signal for notifying the control unit 22 of the charging device 20 as the central terminal or the vehicle control unit 32 of the vehicle 30 of its own existence.

[0100] When the control unit 22 of the charging device 20 receives the advertisement packet, it compares the charging ID contained in the received advertisement packet with the charging ID previously sent via the wired path (P1h). In Figure 7 the example shown, if the charging ID contained in the received advertisement packet is the charging ID 2, the comparison is successful; if it is not the charging ID 2, the comparison fails. In the case of a comparison failure, the control unit 22 of the charging device 20 continues to scan the advertisement packets. In the case of a successful comparison, the control unit 22 of the charging device 20 starts the connection process with the battery control unit 12 of the first battery pack 10a (P1i).

[0101] 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 (for example, the number of bits of the encryption key, the encryption level) are exchanged between the control unit 22 of the charging device 20 and the battery control unit 12 of the first battery pack 10a. The battery control unit 12 of the first battery pack 10a generates an encryption key used for encrypting communication data based on the exchanged encryption parameters (P1j). The control unit 22 of the charging device 20 generates an encryption key used for encrypting communication data based on the exchanged encryption parameters (P1k). Finally, the generated encryption keys are exchanged between the control unit 22 of the charging device 20 and the battery control unit 12 of the first battery pack 10a. Thus, the 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 (P1m). With the completion of the pairing of the two, the return process of the first battery pack 10a to the charging device 20 is completed.

[0102] The control unit 22 of the charging device 20 screens other battery packs 10 that are replacement candidates for the first battery pack 10a (P1n). Specifically, the control unit 22 of the charging device 20 screens out one battery pack from the charged battery packs 10 installed in the multiple charging slots SLc of the charging station 21. In Figure 7In the example shown, the second battery pack 10b that has been fully charged and is installed in the second charging slot SLc2 is screened.

[0103] The control unit 22 of the charging device 20 sends a shutdown instruction to the battery control unit 12 of the screened second battery pack 10b via short-range wireless communication to perform the disconnection process (P1o) with the battery control unit 12 of the second battery pack 10b. The battery control unit 12 of the second battery pack 10b shuts down (P1p) when it receives the shutdown instruction from the control unit 22 of the charging device 20. Before shutting down, the battery control unit 12 of the second battery pack 10b sends a shutdown completion notification to the control unit 22 of the charging device 20.

[0104] When the control unit 22 of the charging device 20 receives the shutdown completion notification from the battery control unit 12 of the second battery pack 10b, it instructs the user of the vehicle 30 to remove the second battery pack 10b installed in the second charging slot SLc2 (P1q). For example, the control unit 22 of the charging device 20 causes the display unit 27 to display a message instructing the removal of 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 from a speaker (not shown). Additionally, only the light (not shown) of the second charging slot SLc2 may be lit or flashed. Alternatively, only the light (not shown) of the second charging slot SLc2 may be lit in a color different from the lights of other charging slots.

[0105] When the user removes the second battery pack 10b from the second charging slot SLc2 and installs the second battery pack 10b in the first installation slot SLa1 of the vehicle 30, the fitting detection unit 18 of the second battery pack 10b detects the fitting with the first installation slot SLa1 (P1r), and the battery control unit 12 of the second battery pack 10b starts (P1t). When the fitting detection unit 38 of the vehicle 30 detects that a battery pack 10 is installed in the first installation slot SLa1 (P1s), the vehicle control unit 32 starts (P1u). In addition, the battery control unit 12 of the second battery pack 10b deletes the charging ID2 when it recognizes that it has been removed from the second charging slot SLc2.

[0106] The control unit 22 of the charging device 20 starts charging control for the first battery pack 10a installed in the first charging slot SLc1 (P1v). Specifically, the control unit 22 of the charging device 20 sends a charging instruction to the battery control unit 12 of the first battery pack 10a via short-range wireless communication and turns on the second slot relay RYsb. When the battery control unit 12 of the first battery pack 10a receives this charging instruction, it turns on the power relay RYp. As a result, the charging current flows from the charging unit 29 of the charging device 20 to the first battery pack 10a installed in the first charging slot SLc1.

[0107] The vehicle control unit 32 sends the vehicle ID to the second battery pack 10b installed in the first installation slot SLa1 via the wired path, and writes the vehicle ID (P1y) to the battery control unit 12 of the second battery pack 10b. When the battery control unit 12 of the second battery pack 10b receives the vehicle ID, the battery control unit 12 becomes a beacon terminal and performs advertisement of the short-range wireless communication (P1z). Specifically, the battery control unit 12 sends out the advertisement packet containing the vehicle ID received via the wired path as a beacon packet at fixed time intervals.

[0108] When the vehicle control unit 32 receives the advertisement packet, it compares the vehicle ID contained in the received advertisement packet with the vehicle ID previously sent via the wired path (P1A). In the case where the comparison of the vehicle IDs fails, the vehicle control unit 32 continues to scan the advertisement packets. In the case where the comparison of the vehicle IDs succeeds, the vehicle control unit 32 starts the connection process with the battery control unit 12 of the second battery pack 10b (P1B).

[0109] First, the vehicle control unit 32 sends a connection request to the battery control unit 12 of the second battery pack 10b. Next, encryption parameters are exchanged between the vehicle control unit 32 and the battery control unit 12 of the second battery pack 10b. The battery control unit 12 of the second battery pack 10b generates an encryption key used for encrypting communication data based on the exchanged encryption parameters (P1C). The vehicle control unit 32 generates an encryption key used for encrypting communication data based on the exchanged encryption parameters (P1D). Finally, the generated encryption keys are exchanged between the vehicle control unit 32 and the battery control unit 12 of the second battery pack 10b. Thus, the pairing between the vehicle control unit 32 and the battery control unit 12 of the second battery pack 10b is completed (P1F). After the pairing is completed, the vehicle control unit 32 sends a shutdown instruction to the battery control unit 12 of the second battery pack 10b via short-range wireless communication. The battery control unit 12 of the second battery pack 10b shuts down when it receives the shutdown instruction from the vehicle control unit 32 (P1G).

[0110] Figure 9 is for explaining Figure 4 structural example 1 of the overvoltage protection circuit 19 of the first battery pack 10a and the first overvoltage protection circuit 39a of the vehicle 30. In Figure 9 the depicted circuit diagram, the structure related to the wired communication between the processing unit 13 of the first battery pack 10a and the processing unit 33 of the vehicle 30 is depicted, and the structures unrelated to the wired communication are appropriately omitted.

[0111] The serial port of the processing unit 33 of the vehicle 30 is connected to the positive wiring of the power line Lpa via the first vehicle-side communication switch SWca. InFigure 9 In the shown structural example 1, the first vehicle-side communication switch SWca is composed of an N-channel MOSFET. The drain terminal of the first vehicle-side communication switch SWca is connected to the positive wiring of the power line Lpa, the source terminal is connected to the serial port of the processing unit 33, and the gate terminal is connected to the output terminal of the first overvoltage protection circuit 39a.

[0112] The first overvoltage protection circuit 39a includes a first resistor R11, a second resistor R12, a third resistor R13, a first NPN transistor Q13, a second NPN transistor Q14, a fourth resistor R14, and an optocoupler PC. The first resistor R11 and the second resistor R12 are the first voltage-dividing resistors connected in series between the positive wiring and the negative wiring of the power line Lpa. The emitter terminal of the first NPN transistor Q13 is connected to the negative wiring of the power line Lpa, the collector terminal of the first NPN transistor Q13 is connected to the positive wiring of the power line Lpa via the third resistor R13, and the base terminal of the first NPN transistor Q13 is connected to the voltage-dividing point of the first voltage-dividing resistor. The base terminal of the second NPN transistor Q14 is connected to the collector terminal of the first NPN transistor Q13, the emitter terminal of the second NPN transistor Q14 is connected to the negative wiring of the power line Lpa, and the collector terminal of the second NPN transistor Q14 is connected to the positive wiring of the power line Lpa via the fourth resistor R14 and the light-emitting diode of the optocoupler PC. As the output from the emitter of the phototransistor that is the light-receiving element of the optocoupler PC of the first overvoltage protection circuit 39a, the emitter terminal of the phototransistor is connected to the gate terminal of the N-channel MOSFET that is the first vehicle-side communication switch SWca. A fifth resistor R15 for flowing a discharge current for turning off the N-channel MOSFET is connected between the gate terminal and the source terminal of the N-channel MOSFET.

[0113] The processing unit 33 of the vehicle 30 includes a microcomputer 33a and an isolated DC / DC converter 33b. The microcomputer 33a sends a control signal to the processing unit 13 of the first battery pack 10a. The isolated DC / DC converter 33b supplies a positive power supply voltage (e.g., +5V) to the collector of the phototransistor of the optocoupler PC of the first overvoltage protection circuit 39a, and supplies a negative power supply voltage (e.g., GND) to the source terminal of the N-channel MOSFET. The phototransistor of the optocoupler PC and the N-channel MOSFET are floated from the power line Lpa by the DC / DC converter 33b.

[0114] The serial port of the processing unit 13 of the first battery pack 10a is connected to the positive wiring of the power line Lp1 via the comparator CP1, the second voltage dividing resistor formed by the series circuit of the seventh resistor R7 and the eighth resistor R8, and the group-side communication switch SWc. In Figure 9 In the structural example 1 shown, the group-side communication switch SWc is composed of a PNP transistor. The emitter terminal of the group-side communication switch SWc is connected to the positive wiring of the power line Lp1, the collector terminal is connected to the negative wiring of the power line Lp1 via the second voltage dividing resistor, and the base terminal is connected to the output terminal of the overvoltage protection circuit 19. The non-inverting input terminal of the comparator CP1 is connected to the reference voltage source Vref, the inverting input terminal is connected to the voltage dividing point of the second voltage dividing resistor, and the output terminal is connected to the serial port of the processing unit 13.

[0115] The overvoltage protection circuit 19 includes a first resistor R1, a second resistor R2, a third resistor R3, and a PNP transistor Q3. The first resistor R1 and the second resistor R2 are the first voltage dividing resistors connected in series between the positive wiring and the negative wiring of the power line Lp1. The emitter terminal of the PNP transistor Q3 is connected to the positive wiring of the power line Lp1, the collector terminal is connected to the negative wiring of the power line Lp1 via the third resistor R3, and the base terminal is connected to the voltage dividing point of the first voltage dividing resistor. As the output of the overvoltage protection circuit 19, the collector terminal of the PNP transistor Q3 is connected to the base terminal of the group-side communication switch SWc.

[0116] In the above circuit structure, when the processing unit 33 of the vehicle 30 sends a control signal to the processing unit 13 of the first battery pack 10a, the processing unit 33 of the vehicle 30 disconnects the first slot relay RYsa and turns on the first vehicle-side communication switch SWca. The processing unit 13 of the first battery pack 10a disconnects the power relay RYp in the first battery pack 10a and turns on the group-side communication switch SWc. Thereby, the section between the power relay RYp of the power line and the first slot relay RYsa is insulated from the high-voltage battery module 11 and the inverter 310 of the vehicle 30. During the period when the power relay RYp and the first slot relay RYsa are disconnected, the section between the power relay RYp and the first slot relay RYsa can be used as a low-voltage communication wiring.

[0117] Next, assume an example where the voltage of the battery module 11 is 48V and the voltage used in the serial communication between the processing unit 33 of the vehicle 30 and the processing unit 13 of the first battery pack 10a is 5V. In the 5V serial communication, it is transmitted in such a way that 1 (high level) is 5V and 0 (low level) is 0V.

[0118] When the comparator CP1 connected to the front stage of the processing unit 13 on the receiving side is input with a voltage higher than 2.5V, it outputs a high level to the processing unit 13, and when it is input with a voltage lower than 2.5V, it outputs a low level to the processing unit 13. In addition, the following structure is also possible: A comparator CP1 is not provided at the front stage of the processing unit 13, and the voltage of the positive electrode wiring of the power line Lp1 is directly input to the analog input port of the processing unit 13. In addition, in Figure 9 a structure is shown in which one-way communication is performed from the processing unit 33 of the vehicle 30 to the processing unit 13 of the first battery pack 10a, but the processing unit 33 of the vehicle 30 and the processing unit 13 of the first battery pack 10a can also be set to a symmetric structure so as to be able to perform two-way communication.

[0119] When 5V serial communication is performed between the processing unit 33 of the vehicle 30 and the processing unit 13 of the first battery pack 10a, there is a possibility that a 48V voltage is applied to the section of the power line that is repurposed for low-voltage communication wiring (hereinafter referred to as the communication section of the power line) due to malfunction. For example, sometimes the power relay RYp or the first slot relay RYsa is turned on at an unexpected timing due to noise, vibration, firmware error, etc. In this case, a high voltage is applied to the processing unit 13 of the first battery pack 10a and the processing unit 33 of the vehicle 30, resulting in adverse conditions such as breakdown voltage failure and abnormal heating.

[0120] As a countermeasure for this situation, it is considered to use a processing unit with high breakdown voltage, but in this case, the cost and circuit area increase. In addition, when the voltage of the battery module 11 is 100V or more, the cost and circuit area further increase.

[0121] In Figure 9 the circuit structure shown, the following structure is introduced: When a high voltage is applied to the communication section of the power line, the overvoltage protection circuit 19 automatically turns off the group-side communication switch SWc, and the first overvoltage protection circuit 39a automatically turns off the first vehicle-side communication switch SWca.

[0122] In the overvoltage protection circuit 19, the voltage division ratio of the first resistor R1 and the second resistor R2 that make up the first voltage dividing resistor is set so that no base current flows when the voltage of the communication section of the power line is a low voltage, and base current flows when the voltage of the communication section of the power line is a high voltage. In a general bipolar transistor, when the voltage between the base and emitter exceeds 0.6V to 0.7V, base current flows.

[0123] Next, the specific operation of the overvoltage protection circuit 19 of the first battery pack 10a will be described. For example, the voltage division ratio of the first resistor R1 and the second resistor R2 is set to 0.9. When the voltage in the communication section of the power line is 5V, the base potential of the PNP transistor Q3 is 4.5V, and the emitter potential is 5V. Therefore, the voltage between the base and the emitter is 0.5V, and thus no base current flows. In this case, the PNP transistor Q3 is not turned on, and the base terminal of the group-side communication switch SWc is connected to the negative wiring of the power line Lp1 via the third resistor R3. As a result, the group-side communication switch SWc is turned on.

[0124] On the other hand, when the voltage in the communication section of the power line is 48V, the base potential of the PNP transistor Q3 tries to be 43.2V, and the emitter potential is 48V. Therefore, a base current flows, and as a result, the voltage between the base and the emitter is clamped at about 0.6V. In this case, the PNP transistor Q3 is turned on, and the base terminal of the group-side communication switch SWc is connected to the positive wiring of the power line Lp1 via the PNP transistor Q3. As a result, the first vehicle-side communication switch SWca is cut off.

[0125] In the first overvoltage protection circuit 39a of the vehicle 30, the voltage division ratio of the first resistor R11 and the second resistor R12 that constitute the first voltage dividing resistor is set so that no base current flows when the voltage in the communication section of the power line is a low voltage, and a base current flows when the voltage in the communication section of the power line is a high voltage. For example, the voltage division ratio of the first resistor R11 and the second resistor R12 is set to 0.1. When the voltage in the communication section of the power line is 5V, the base potential of the NPN transistor Q13 is 0.5V, and the emitter potential is 0V. Therefore, the voltage between the base and the emitter is 0.5V, and thus no base current flows. In this case, the NPN transistor Q13 is not turned on, the base potential of the NPN transistor Q14 is 5V, and the emitter potential is 0V. Therefore, the voltage between the base and the emitter of the NPN transistor Q14 is 5V and it is turned on. As a result, the light-emitting diode of the optocoupler PC is turned on and emits light. Therefore, the phototransistor of the optocoupler PC is turned on, and a positive power supply voltage and a negative power supply voltage of the DC / DC converter 33b are applied between the gate and the source of the MOSFET of the first vehicle-side communication switch SWca, and the first vehicle-side communication switch SWca is turned on.

[0126] On the other hand, when the voltage in the communication section of the power line is 48V, the base potential of the NPN transistor Q13 attempts to be 4.8V, and the emitter potential is 0V. Therefore, a base current flows, and as a result, the voltage between the base and emitter is clamped at around 0.6V. Thus, the NPN transistor Q13 conducts, and the voltage between the base and emitter of the NPN transistor Q14 is less than 0.6V, which is the conduction voltage of the NPN transistor Q14. Therefore, the NPN transistor Q14 does not conduct, the light-emitting diode of the optocoupler PC does not conduct, and it becomes an extinguished state. As a result, the phototransistor of the optocoupler PC does not conduct, and the first vehicle-side communication switch SWca is cut off.

[0127] Thus, when the voltage in the communication section of the power line is 5V, the group-side communication switch SWc and the first vehicle-side communication switch SWca conduct, and communication can be performed between the processing unit 13 of the first battery pack 10a and the processing unit 33 of the vehicle 30. On the other hand, when the voltage in the communication section of the power line is 48V, the group-side communication switch SWc and the first vehicle-side communication switch SWca are cut off, thereby protecting the processing unit 13 of the first battery pack 10a and the processing unit 33 of the vehicle 30 from overvoltage.

[0128] Figure 10 is for explaining Figure 4 the structure example 2 of the overvoltage protection circuit 19 of the first battery pack 10a and the first overvoltage protection circuit 39a of the vehicle 30. The structure and operation of the first overvoltage protection circuit 39a of the vehicle 30 are the same as those Figure 9 shown in the structure example 1.

[0129] In the structure example 2, the overvoltage protection circuit 19 includes a first resistor R1, a second resistor R2, a fourth resistor R4, a fifth resistor R5, a first NPN transistor Q4, and a second NPN transistor Q5. The first resistor R1 and the second resistor R2 are first voltage-dividing resistors connected in series between the positive wiring and the negative wiring of the power line Lp1. The emitter terminal of the first NPN transistor Q4 is connected to the negative wiring of the power line Lp1, the collector terminal is connected to the positive wiring of the power line Lp1 via the fourth resistor R4, and the base terminal is connected to the voltage-dividing point of the first voltage-dividing resistor. The emitter terminal of the second NPN transistor Q5 is connected to the negative wiring of the power line Lp1, the collector terminal is connected to the positive wiring of the power line Lp1 via the fifth resistor R5, and the base terminal is connected to the collector terminal of the first NPN transistor Q4. As the output of the overvoltage protection circuit 19, the collector terminal of the second NPN transistor Q5 is connected to the base terminal of the group-side communication switch SWc via a sixth resistor R6.

[0130] Next, the specific operation of the overvoltage protection circuit 19 of the first battery pack 10a will be described. For example, the voltage division ratio of the first resistor R1 and the second resistor R2 is set to 0.1. When the voltage in the communication section of the power line is 5V, the base potential of the first NPN transistor Q4 is 0.5V, and the emitter potential is 0V. Therefore, the voltage between the base and the emitter is 0.5V, and thus no base current flows. In this case, the first NPN transistor Q4 is not turned on, and the base terminal of the second NPN transistor Q5 is connected to the positive wiring of the power line Lp1 via the fourth resistor R4. As a result, the second NPN transistor Q5 is turned on. When the second NPN transistor Q5 is turned on, the voltage drop caused by the fifth resistor R5 exceeds the on-voltage between the base and the emitter of the group-side communication switch SWc, and the base terminal of the group-side communication switch SWc is connected to the negative wiring of the power line Lp1 via the sixth resistor R6 and the second NPN transistor Q5. As a result, the group-side communication switch SWc is turned on.

[0131] On the other hand, when the voltage in the communication section of the power line is 48V, the base potential of the first NPN transistor Q4 attempts to be 4.8V, and the emitter potential is 0V. Therefore, a base current flows, and as a result, the voltage between the base and the emitter is clamped at around 0.6V. In this case, the first NPN transistor Q4 is turned on, and the base terminal of the second NPN transistor Q5 is connected to the negative wiring of the power line Lp1 via the first NPN transistor Q4. As a result, the second NPN transistor Q5 is turned off. When the second NPN transistor Q5 is turned off, the base terminal of the group-side communication switch SWc is connected to the positive wiring of the power line Lp1 via the fifth resistor R5 and the sixth resistor R6. As a result, the group-side communication switch SWc is turned off.

[0132] Therefore, when the voltage in the communication section of the power line is 5V, the group-side communication switch SWc and the first vehicle-side communication switch SWca are turned on, and communication can be performed between the processing unit 13 of the first battery pack 10a and the processing unit 33 of the vehicle 30. On the other hand, when the voltage in the communication section of the power line is 48V, the group-side communication switch SWc and the first vehicle-side communication switch SWca are turned off, thereby protecting the processing unit 13 of the first battery pack 10a and the processing unit 33 of the vehicle 30 from overvoltage.

[0133] As described above, in the present embodiment, an ID is written from the vehicle 30 or the charging device 20 to the battery pack 10 via a wired line, and the ID is sent back from the battery pack 10 to the vehicle 30 or the charging device 20 by short-range wireless communication. Thus, the vehicle 30 or the charging device 20 that controls the battery pack 10 using short-range wireless communication can correctly identify the installed battery pack 10. The vehicle control unit 32 of a certain vehicle 30 will not perform an incorrect operation of incorrectly controlling the battery pack 10 installed in other nearby vehicles 30, and can ensure the safety and security of the entire vehicle system 1 using the charging device 20 and the replaceable battery pack 10. The user can safely drive the vehicle 30 only 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 the charging device 20 and the battery pack 10 through short-range wireless communication, the number of pins included in the connector of the battery pack 10 can be reduced. Thus, mechanical connection failures between the vehicle 30 or the charging device 20 and the battery pack 10 can be reduced. In addition, the firmware used by the battery control unit 12 of the battery pack 10 can be updated via wireless communication, and the firmware update becomes easier.

[0135] In addition, by providing an overvoltage protection circuit, communication using the power line between the battery pack 10 and the vehicle 30 or the charging device 20 can be performed safely. That is, even when a high voltage is applied to the communication section of the power line during low-voltage communication in the communication section using the power line, each processing unit can be protected from the influence of the overvoltage. This overvoltage protection is hardware control using a self-controlled switch and has high reliability.

[0136] As described above, the present disclosure has been described based on the embodiment. Those skilled in the art can understand that the embodiment is an example, and various variations can exist in the combination of each constituent element and each processing procedure, and these variations are also included in the scope of the present disclosure.

[0137] The NPN transistor in the above embodiment can be appropriately replaced with an N-channel FET, and the PNP transistor can be appropriately replaced with a P-channel FET. In this case, it is necessary to appropriately adjust the connection positions of the respective resistors and the values of the respective resistors according to the threshold voltage and gate capacitance of the FET used.

[0138] In addition, in the above embodiment, an example of using the battery pack 10 incorporating the battery module 11 including lithium-ion battery cells, nickel-metal hydride battery cells, lead battery cells, etc. has been described. In this regard, a capacitor pack incorporating a capacitor module including electric double layer capacitor cells, lithium-ion capacitor cells, etc. can also be used. In this specification, the battery pack and the capacitor pack are collectively referred to as an energy storage pack.

[0139] In addition, in the above-described embodiment, as the vehicle 30 using the replaceable battery pack 10 as a power source, an electric motorcycle (electric scooter) is assumed. In this regard, the vehicle 30 may also be an electric bicycle. In addition, the vehicle 30 may also be a four-wheeled electric vehicle (EV). The electric vehicle includes not only a fully standard electric vehicle but also a golf cart, a low-speed electric vehicle such as a land vehicle used in shopping malls, entertainment facilities, etc.

[0140] The electric moving body using the replaceable battery pack 10 as a power source is not limited to the vehicle 30. For example, an electric ship is also included in this electric moving body. For example, the power source of a water bus or a water taxi may be set to the replaceable battery pack 10. In addition, a tram is also included in this electric moving body. For example, a tram equipped with the replaceable battery pack 10 can be used instead of an internal combustion locomotive used on a non-electrified route. This electric moving body also includes an electric flying body. The electric flying body includes a multi-rotor aircraft (drone). This multi-rotor aircraft also includes a so-called flying car. Regardless of which electric moving body it is, the energy replenishment time can be shortened.

[0141] In addition, the embodiment can also be determined by the following items.

[0142] [Item 1]

[0143] An electricity storage group, characterized by comprising:

[0144] An electricity storage unit for supplying power to an electric moving body;

[0145] A power line connecting the electricity storage unit and a power supply terminal for charging and discharging;

[0146] A first switch inserted into the power line;

[0147] A control unit that communicates with the control unit of the electric moving body when this electricity storage group is installed in the electric moving body, or communicates with the control unit of the charging device when this electricity storage group is installed in the charging slot of the charging device;

[0148] A communication wiring connecting a node on the power supply terminal side of the power line relative to the first switch and the control unit of this electricity storage group;

[0149] A second switch inserted into the communication wiring; and

[0150] An overvoltage protection circuit that protects the control unit of this electricity storage group from overvoltage,

[0151] Among them, when the control unit of this battery pack communicates with the control unit of the electric moving body or the control unit of the charging device by using the power line and the communication wiring, the first switch is controlled to be in an off state and the second switch is controlled to be in an on state.

[0152] During the communication between the control unit of this battery pack and the control unit of the electric moving body or the control unit of the charging device, when the overvoltage protection circuit detects an overvoltage on the power line, the second switch is turned off.

[0153] Thereby, the control unit of the battery pack can be protected from the influence of the overvoltage on the power line.

[0154] [Item 2]

[0155] The battery pack according to Item 1, characterized in that

[0156] The overvoltage protection circuit includes:

[0157] A voltage-dividing resistor for detecting the voltage of the node of the power line; and

[0158] A third switch for turning on the second switch when the divided voltage of the voltage-dividing resistor exceeds the threshold voltage.

[0159] Thereby, by using the hardware control of the self-controlled switch, the control unit of the battery pack can be protected from the influence of overvoltage with high precision.

[0160] [Item 3]

[0161] The battery pack according to Item 2, characterized in that

[0162] The second switch and the third switch are PNP transistors,

[0163] The voltage-dividing resistor is connected between the positive wiring and the negative wiring of the power line,

[0164] The emitter of the third switch is connected to the positive wiring of the power line, the collector of the third switch is connected to the negative wiring of the power line via a resistor, and the base of the third switch is connected to the voltage-dividing point of the voltage-dividing resistor.

[0165] The emitter of the second switch is connected to the positive wiring of the power line, the collector of the second switch is connected to the control unit of this battery pack, and the base of the second switch is connected to the collector of the third switch.

[0166] Thereby, the control unit of the battery pack can be protected from the influence of overvoltage with high precision by using two-stage PNP transistors.

[0167] [Item 4]

[0168] The electricity storage unit according to any one of Items 1 to 3, characterized in that

[0169] When the control unit of this electricity storage unit receives identification information via the power line and the communication wiring, it transmits a signal containing the identification information by short-range wireless communication.

[0170] The signal transmitted by the short-range wireless communication is used in the control unit of the electric moving body or the charging device to authenticate whether the electricity storage unit installed in the electric moving body or the charging slot is the same as the communication object of the short-range wireless communication.

[0171] Thereby, the control unit of the electric moving body or the charging device can correctly authenticate whether the electricity storage unit installed in the electric moving body or the charging slot is the same as the communication object of the short-range wireless communication.

[0172] [Item 5]

[0173] An electric moving body, characterized by comprising:

[0174] A motor;

[0175] A power line that connects the motor to a power supply terminal that receives power from the outside;

[0176] A first switch inserted into the power line;

[0177] A control unit that communicates with the control unit of the electricity storage unit when the electricity storage unit for supplying power to the motor is installed in this electric moving body;

[0178] A communication wiring that connects a node on the power supply terminal side of the first switch in the power line to the control unit of this electric moving body;

[0179] A second switch inserted into the communication wiring; and

[0180] An overvoltage protection circuit that protects the control unit of this electric moving body from overvoltage,

[0181] Wherein, when the control unit of this electric moving body communicates with the control unit of the electricity storage unit using the power line and the communication wiring, it controls the first switch to the off state and the second switch to the on state.

[0182] When overvoltage of the power line is detected during communication between the control unit of the electric moving body and the control unit of the storage battery pack, the second switch is turned off.

[0183] Thereby, the control unit of the electric moving body can be protected from overvoltage of the power line.

[0184] [Item 6]

[0185] The electric moving body according to Item 5, characterized in that

[0186] When the storage battery pack is installed in the electric moving body, the control unit of the electric moving body sends identification information to the control unit of the storage battery pack via the power line and the communication wiring.

[0187] When the control unit of the electric moving body receives a signal transmitted by short-range wireless communication, it checks whether the identification information included in the received signal is the same as the transmitted identification information. If they are the same, it is authenticated that the storage battery pack installed in the electric moving body is the same as the communication object of the short-range wireless communication.

[0188] Thereby, the control unit of the electric moving body can correctly authenticate whether the storage battery pack installed in the electric moving body is the same as the communication object of the short-range wireless communication.

[0189] [Item 7]

[0190] A charging device, characterized by comprising:

[0191] A charging slot;

[0192] A power line that connects a power supply source to a power terminal of the charging slot;

[0193] A first switch inserted into the power line;

[0194] A control unit that communicates with the control unit of the storage battery pack in a state where the storage battery pack is installed in the charging slot;

[0195] A communication wiring that connects a node on the power terminal side of the first switch of the power line to the control unit of the present charging device;

[0196] A second switch inserted into the communication wiring; and

[0197] An overvoltage protection circuit that protects the control unit of the present charging device from overvoltage.

[0198] Among them, when the control unit of this charging device communicates with the control unit of the energy storage battery pack using the power line and the communication wiring, the first switch is controlled to be in an off state and the second switch is controlled to be in an on state.

[0199] During the communication between the control unit of this charging device and the control unit of the energy storage battery pack, when the overvoltage protection circuit detects an overvoltage on the power line, the second switch is turned off.

[0200] Thereby, the control unit of the charging device can be protected from the influence of the overvoltage on the power line.

[0201] [Item 8]

[0202] The charging device according to Item 7 is characterized in that

[0203] When the energy storage battery pack is installed in the charging slot, the control unit of this charging device sends identification information to the control unit of the energy storage battery pack via the power line and the communication wiring.

[0204] When the control unit of this charging device receives a signal sent by short-range wireless communication, it checks whether the identification information included in the received signal is the same as the sent identification information. If they are the same, it is authenticated that the energy storage battery pack installed in the charging slot is the same as the communication object of the short-range wireless communication.

[0205] Thereby, the control unit of the charging device can correctly authenticate whether the energy storage battery pack installed in the charging slot is the same as the communication object of the short-range wireless communication.

[0206] Description of reference numerals

[0207] 1: Vehicle system; 2: Commercial power system; 10: Battery pack; 11: Battery module; E1 - En: Battery cells; 12: Battery control unit; 13: Processing unit; 14: Voltage measurement unit; 15: Antenna; 16: Wireless communication unit; 17: Current sensor; 18: Fitting detection unit; 19: Overvoltage protection circuit; 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 mounting part; SL1: Mounting slot; 32: Vehicle control unit; 33: Processing unit; 33a: Microcomputer; 33b: DC / DC converter; 34: Relay control unit; 35: Antenna; 36: Wireless communication unit; 37: Group detection unit; 38: Fitting detection unit; 39: Instrument panel; 39a: First overvoltage protection circuit; 39b: Second overvoltage protection circuit; 310: Inverter; 311: Motor; 312: Tire; RYm: Main relay; RYs: Slot relay; RYp: Power relay; SWc: Group - side communication switch; SWca: First vehicle - side communication switch; SWcb: Second vehicle - side communication switch; Q3: PNP transistor; Q4, Q5, Q13, Q14: NPN transistors; R1, R2, R3, R4, R5, R6, R7, R8, R11, R12, R13, R14, R15: Resistors; PC: Optocoupler; CP1: Comparator; Tp: Positive terminal; Tm: Negative terminal.

Claims

1. A battery pack, characterized in that, Comprising: A power storage unit for supplying power to an electric moving body; A power line connecting the power storage unit and a power supply terminal for charging and discharging; A first switch inserted into the power line; A control unit that communicates with the control unit of the electric moving body when this power storage unit is installed in the electric moving body, or communicates with the control unit of the charging device when this power storage unit is installed in a charging slot of the charging device; A communication wiring connecting a node on the power supply terminal side of the first switch in the power line and the control unit of this power storage unit; A second switch inserted into the communication wiring; And An overvoltage protection circuit for protecting the control unit of this power storage unit from overvoltage, wherein, when the control unit of this power storage unit communicates with the control unit of the electric moving body or the control unit of the charging device using the power line and the communication wiring, the first switch is controlled to be in an off state and the second switch is controlled to be in an on state, when the overvoltage protection circuit detects an overvoltage in the power line during communication between the control unit of this power storage unit and the control unit of the electric moving body or the control unit of the charging device, the second switch is turned off.

2. The power storage unit according to claim 1, characterized in that the overvoltage protection circuit includes: A voltage-dividing resistor for detecting the voltage of the node of the power line; and A third switch for turning on the second switch when the divided voltage of the voltage-dividing resistor exceeds a threshold voltage.

3. The power storage unit according to claim 2, characterized in that the second switch and the third switch are PNP transistors, the voltage-dividing resistor is connected between the positive wiring and the negative wiring of the power line, the emitter of the third switch is connected to the positive wiring of the power line, the collector of the third switch is connected to the negative wiring of the power line via a resistor, and the base of the third switch is connected to the voltage-dividing point of the voltage-dividing resistor, the emitter of the second switch is connected to the positive wiring of the power line, the collector of the second switch is connected to the control unit of this power storage unit, and the base of the second switch is connected to the collector of the third switch.

4. The power storage unit according to any one of claims 1 to 3, characterized in that when the control unit of this power storage unit receives identification information from the control unit of the electric moving body or the control unit of the charging device via the power line and the communication wiring, it sends a signal containing this identification information through short-range wireless communication, the signal sent through the short-range wireless communication is used in the control unit of the electric moving body or the control unit of the charging device to authenticate whether the power storage unit installed in the electric moving body or the charging slot is the same as the communication object of the short-range wireless communication.

5. An electric moving body, characterized in that, Comprising: A motor; A power line connecting the motor and a power supply terminal receiving power from the outside; A first switch inserted into the power line; A control unit that communicates with the control unit of the power storage battery when the power storage battery for supplying power to the motor is installed in the electric moving body; A communication wiring that connects a node on the power supply terminal side of the power line relative to the first switch and the control unit of the electric moving body; A second switch that is inserted into the communication wiring; And An overvoltage protection circuit that protects the control unit of the electric moving body from overvoltage, wherein, when the control unit of the electric moving body communicates with the control unit of the power storage battery using the power line and the communication wiring, the first switch is controlled to be in an off state and the second switch is controlled to be in an on state, when the overvoltage protection circuit detects an overvoltage on the power line during the communication between the control unit of the electric moving body and the control unit of the power storage battery, the second switch is turned off.

6. The electric moving body according to claim 5, characterized in that when the power storage battery is installed in the electric moving body, the control unit of the electric moving body sends identification information to the control unit of the power storage battery via the power line and the communication wiring, when the control unit of the electric moving body receives a signal transmitted by short-range wireless communication, it checks whether the identification information included in the received signal is the same as the transmitted identification information. If they are the same, it is authenticated that the power storage battery installed in the electric moving body is the same as the communication object of the short-range wireless communication.

7. A charging device, characterized in that, Comprising: A charging slot; A power line that connects a power supply source and a power supply terminal of the charging slot; A power line that connects the charging slot and the power supply source; A first switch that is inserted into the power line; A control unit that communicates with the control unit of the power storage battery when the power storage battery is installed in the charging slot; A communication wiring that connects a node on the power supply terminal side of the power line relative to the first switch and the control unit of the charging device; A second switch that is inserted into the communication wiring; And An overvoltage protection circuit that protects the control unit of the charging device from overvoltage, wherein, when the control unit of the charging device communicates with the control unit of the power storage battery using the power line and the communication wiring, the first switch is controlled to be in an off state and the second switch is controlled to be in an on state, when the overvoltage protection circuit detects an overvoltage on the power line during the communication between the control unit of the charging device and the control unit of the power storage battery, the second switch is turned off.

8. The charging device according to claim 7, characterized in that when the power storage battery is installed in the charging slot, the control unit of the charging device sends identification information to the control unit of the power storage battery via the power line and the communication wiring, When the control unit of this charging device receives a signal transmitted through short-range wireless communication, it checks whether the identification information contained in the received signal is the same as the transmitted identification information. If they are the same, it authenticates that the power storage unit installed in the charging slot is the same communication object as the short-range wireless communication.

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