Electric vehicular battery exchange system

Abstract

To provide an electric vehicular battery exchange system capable of detaching and attaching a battery by operating a lock mechanism even in a case where an on-vehicle controller is not functioning.SOLUTION: A battery exchange system 1 of an electric vehicle C includes: a lock mechanism 13 for mounting a battery 11 on a vehicular frame Cf; an on-vehicle actuator 14 for switching the battery 11 between a lock state and an unlock state relative to the vehicular frame Cf by driving the lock mechanism 13; an on-vehicle circuit network 20; an on-vehicle controller 100 for controlling operations of the on-vehicle actuator 14 via the on-vehicle circuit network 20; and an on-vehicle connector 21 whose one end is connected to the on-vehicle circuit network 20 and whose other end can be connected to an external controller 200. In a case where the on-vehicle controller 100 is not operating, the external controller 200 can control operations of the on-vehicle actuator 14 via the on-vehicle circuit network 20.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present disclosure relates to a battery exchange system for an electric vehicle. [Background technology]

[0002] BACKGROUND ART Electric vehicles equipped with batteries (for example, electric cars and electric scooters) have been known in the past.

[0003] In recent years, battery exchange systems have been increasingly adopted in this type of electric vehicle. Such battery exchange systems are incorporated into vehicles based on the concept that when the stored power of a battery installed in a vehicle becomes low, the battery is replaced with another fully charged battery at a battery exchange station, instead of charging the battery each time (see, for example, Patent Document 1, a prior application of the applicant of the present application). [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent application No. 2023-134543 Summary of the Invention [Problem to be solved by the invention]

[0005] In this type of battery exchange system, the operation of a locking mechanism (see, for example, Figures 4 and 5 described below) that supports and fixes the battery to the vehicle frame is controlled under the control of an on-board controller, and the battery is removed from and / or attached to the vehicle frame.

[0006] Therefore, if for some reason the on-board controller is not in operation, the locking mechanism cannot be activated, making it extremely difficult to remove the battery from the vehicle frame or attach the battery to the vehicle frame. Generally, for safety reasons, the locking mechanism firmly secures the battery to the vehicle frame, and if this locking mechanism were to be disassembled to remove the battery from the vehicle frame, it would be necessary to lower the vehicle bodywork (i.e., the cargo bed) and remove the peripheral components of the battery that are attached to the vehicle frame.

[0007] This type of battery exchange system typically operates at a battery exchange station, establishes communication with a station system at the battery exchange station, and then exchanges the battery installed in the vehicle in cooperation with a robot or the like at the battery exchange station. At this time, the on-board controller transmits, for example, information about the current vehicle location and information about the battery to be replaced among the multiple battery packs installed in the vehicle to the station system.

[0008] In view of this, the function of activating the locking mechanism of the vehicle controller is normally set to be inoperative outside of a battery exchange station for safety reasons and the like.

[0009] However, during actual vehicle use, there are cases where the battery needs to be replaced or temporarily removed at a location other than a battery exchange station when the battery runs out of stored power, when the vehicle breaks down on the road and on-board equipment needs repair, etc. Furthermore, in the event of a vehicle accident, the on-board controller itself may become completely inoperable.

[0010] In such cases, current battery replacement systems are unable to activate the locking mechanism, making it extremely difficult to remove or attach the battery to the vehicle frame, as described above.

[0011] The present disclosure has been made in consideration of the above-mentioned problems, and aims to provide a battery replacement system for an electric vehicle that activates a locking mechanism and enables battery removal and installation even when the on-board controller is not in operation. [Means for solving the problem]

[0012] The main invention that solves the above-mentioned problems is: A battery exchange system for an electric vehicle, a locking mechanism fixed to a vehicle frame of the vehicle to attach the battery to the vehicle frame; an on-vehicle actuator that drives the lock mechanism to switch the battery between a locked state and an unlocked state relative to the vehicle frame; on-vehicle circuitry for operating the on-vehicle actuator; an on-board controller that controls operation of the on-board actuator via the on-board circuit network; an in-vehicle connector having one end connected to the in-vehicle circuit network and the other end to which an external controller can be connected; Equipped with This is a battery exchange system in which, when the on-board controller is not in operation, the external controller can control the operation of the on-board actuator via the on-board circuit network. [Effects of the Invention]

[0013] According to the battery exchange system of the present invention, even when the vehicle controller is not in operation, the locking mechanism can be activated and the battery can be removed and attached. [Brief explanation of the drawings]

[0014] [Figure 1] FIG. 1 is a diagram showing an example of various in-vehicle devices attached to a vehicle frame of a vehicle; [Figure 2] FIG. 1 is a diagram showing an example of the overall configuration of a vehicle battery exchange system. [Figure 3] A diagram showing an example of the connection state of an on-board connector to an on-board circuit network. [Figure 4] FIG. 10 is a diagram (side view) showing an example of the configuration of a locking mechanism that fixes the main battery to the vehicle frame; [Figure 5] FIG. 10 is a plan view showing an example of the configuration of a locking mechanism that fixes the main battery to the vehicle frame; DETAILED DESCRIPTION OF THE INVENTION

[0015] Hereinafter, preferred embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. In this specification and drawings, components having substantially the same functions are designated by the same reference numerals, and redundant description will be omitted.

[0016] In each figure, a common Cartesian coordinate system (X, Y, Z) is shown to clarify the positional relationship of each component. The positive direction of the Z axis represents the vertically upward direction of the vehicle, the positive direction of the X axis represents the forward direction of the vehicle, and the positive direction of the Y axis represents the lateral direction of the vehicle.

[0017] An example of the configuration of a battery exchange system according to one embodiment of the present invention (hereinafter referred to as "battery exchange system 1") will be described below.

[0018] The battery to be replaced in the battery exchange system 1 of this embodiment is, for example, one that is installed in an electric vehicle such as an electric car or a hybrid car and is used as the driving power source for the vehicle (hereinafter also referred to as the "main battery").

[0019] Fig. 1 is a diagram (plan view) showing an example of various on-board devices attached to a vehicle frame Cf of a vehicle C. Fig. 2 is a diagram showing an example of the overall configuration of a battery exchange system 1 of a vehicle C. Fig. 3 is a diagram showing an example of a connection state of an on-board connector 21 to an on-board circuit network 20.

[0020] 4 and 5 are diagrams showing an example of the configuration of the locking mechanism 13 that secures the main battery 11 to the vehicle frame Cf. Fig. 4 shows a side view of the locking mechanism 13, and Fig. 5 shows a plan view of the locking mechanism 13.

[0021] The battery exchange system 1 includes a main battery 11, an auxiliary battery 12, a locking mechanism 13, an on-board actuator 14, a drive mechanism (15, 16, 17) for the on-board actuator 14, an on-board circuit network 20, an on-board connector 21, and an on-board controller 100 (see FIG. 2). These components are mounted on a vehicle C. The external controller 200 shown in FIG. 2 is configured to be connected to the on-board connector 21 so that the main battery 11 can be detached from the vehicle frame Cf in an emergency, etc.

[0022] The vehicle C is a vehicle such as an electric vehicle or a hybrid vehicle that can run using the driving power of a main battery 11. In Fig. 1, the configuration of a large vehicle such as a truck is shown as an example.

[0023] The vehicle frame Cf of the vehicle C extends in the longitudinal direction of the vehicle, is disposed on both the left and right sides of the vehicle, and supports the vehicle body and various on-board equipment. Wiring and piping for connecting these on-board equipment are also disposed around the vehicle frame Cf. The vehicle frame Cf is formed, for example, from a steel frame with a U-shaped cross section.

[0024] The main battery 11 is a high-voltage battery that supplies operating power for driving the vehicle C. As the main battery 11, for example, a 200V-class lithium ion battery is used.

[0025] The main battery 11 is supported on a stand Cfb in the vehicle C, for example, and is fixed to the vehicle frame Cf of the vehicle C via a locking mechanism 13 (see FIG. 4).

[0026] The main battery 11 is typically made up of multiple battery packs attached to the vehicle frame Cf via separate locking mechanisms 13. In this embodiment, the main battery 11 is made up of two battery packs, and these two battery packs are configured to be removable.

[0027] The auxiliary battery 12 is a low-voltage battery that supplies operating power to on-board electrical components. The auxiliary battery 12 is, for example, a 12V lead-acid battery. In this embodiment, the on-board controller 100 and a drive mechanism (a drive pump 17 and a control valve 16, which will be described later) operate using the power supplied from the auxiliary battery 12.

[0028] The locking mechanism 13 is fixed to the vehicle frame Cf and attaches the main battery 11 to the vehicle frame Cf. The locking mechanism 13 is configured by, for example, a latch that is driven by an on-board actuator 14 (here, a hydraulic cylinder).

[0029] Specifically, the locking mechanism 13 is configured by, for example, a latch 13a. The battery 11 is provided with a rod-shaped striker 11b for engaging with the latch 13a.

[0030] The latch 13a is a hook member that is rotatably supported around the Z axis by a bracket attached to the vehicle frame Cf, extends from the inside to the outside (negative Y direction) of the vehicle frame Cf, and hooks onto the rod-shaped striker 11b. The latch 13a rotates around the Z axis in conjunction with the operation of the on-board actuator 14 (here, a hydraulic cylinder). That is, in FIG. 5 , when locking the main battery 11 to the vehicle frame Cf, the latch 13a rotates clockwise around the Z axis and engages with the striker 11b attached to the battery 11, securing the main battery 11 to the vehicle frame Cf. When unlocking the main battery 11 from the vehicle frame Cf, the latch 13a rotates counterclockwise around the Z axis and disengages from the striker 11b, allowing the main battery 11 to be removed from the vehicle frame Cf.

[0031] The locking mechanism 13 typically maintains a locked state in which the main battery 11 is fixed to the vehicle frame Cf when the main battery 11 is stored inside the vehicle C. Furthermore, the locking mechanism 13 releases the locked state between the main battery 11 and the vehicle frame Cf when the main battery 11 is replaced.

[0032] When fixing the main battery 11 to the vehicle frame Cf, the latch 13a needs to pull the main battery 11 toward the vehicle frame Cf. Therefore, the on-vehicle actuator 14 that drives the latch 13a needs to have a large power. From this perspective, in this embodiment, a hydraulic actuator is used as the on-vehicle actuator 14.

[0033] The on-vehicle actuator 14 drives the locking mechanism 13 to attach and detach the main battery 11 from the vehicle frame Cf. In this embodiment, a hydraulic actuator (here, a hydraulic cylinder) driven by hydraulic oil is used as the on-vehicle actuator 14. The hydraulic actuator is capable of generating large torque with a compact device, which allows the locking mechanism 13, which requires large torque, to operate stably.

[0034] The drive mechanism that drives the on-vehicle actuator 14 (here, a hydraulic cylinder) has a hydraulic circuit 15 connected to the on-vehicle actuator 14, a drive pump 17 that supplies hydraulic oil to the hydraulic circuit 15, and a control valve 16 arranged in the hydraulic circuit 15. That is, the drive pump 17 sends high-pressure hydraulic oil to the hydraulic circuit 15, and the control valve 16 controls the supply state of the hydraulic oil to the on-vehicle actuator 14. In this way, the on-vehicle actuator 14 converts the fluid energy of the hydraulic oil into mechanical energy to move the lock mechanism 13.

[0035] The operating state of the on-board actuator 14 is controlled by the on-board controller 100. However, in the battery exchange system 1 according to this embodiment, an external controller 200 can be connected to the on-board circuit network 20 so that the on-board actuator 14 can be in an operating state even when the on-board controller 100 is not in operation (details will be described later).

[0036] The on-vehicle circuit network 20 is a circuit network including a power supply circuit (solid arrow in FIG. 2) and a control circuit (dotted arrow in FIG. 2) for controlling the operation of the on-vehicle actuator 14. Under the control of the on-vehicle controller 100, the on-vehicle circuit network 20 supplies operating power to the drive pump 17 and also supplies a control signal to the control valve 16. The on-vehicle circuit network 20 is configured, for example, by a harness cable 20X attached to the vehicle frame Cf.

[0037] The on-board circuit network 20 according to this embodiment is connected to the auxiliary battery 12 and uses the power of the auxiliary battery 12 to supply power to various components. Specifically, the on-board circuit network 20 includes a first line 20S that connects the auxiliary battery 12 and the drive pump 17 and supplies operating power to the drive pump 17, and a second line 20T that connects the auxiliary battery 12 and the control valve 16 and supplies a control signal to the control valve 16. That is, the drive pump 17 receives operating power via the first line 20S and sends high-pressure hydraulic oil to the hydraulic circuit 15, thereby generating a power source. Furthermore, the control valve 16 receives a control signal via the second line 20T and controls the supply state of hydraulic oil to the on-board actuator 14, thereby controlling the operating state of the on-board actuator 14.

[0038] A first relay 22 that operates in response to a control signal from the vehicle controller 100 is disposed in the first line 20S. A second relay 23 that operates in response to a control signal from the vehicle controller 100 is disposed in the second line 20T.

[0039] That is, in the battery exchange system 1 according to this embodiment, the in-vehicle controller 100 controls the operation of the drive pump 17 and the control valve 16 by controlling the open / closed states of the first relay 22 and the second relay 23. Specifically, when in the locked state, the first relay 22 and the second relay 23 are in an open state, no power is supplied to the drive pump 17 and the control valve 16, the drive pump 17 is in an inactive state, and the control valve 16 is in a closed state. When transitioning to unlocking, the first relay 22 and the second relay 23 receive a control signal from the in-vehicle controller 100 and transition to a closed state, and power supply to the drive pump 17 and the control valve 16 begins, thereby driving the lock mechanism 13 and unlocking the main battery 11.

[0040] The on-vehicle controller 100 supplies operating power to a drive mechanism that controls the operation of the on-vehicle actuator 14 and sends control signals to the drive mechanism, thereby controlling the operation of the on-vehicle actuator 14. The on-vehicle controller 100 includes, for example, a CPU (Central Processing Unit), ROM (Read Only Memory), RAM (Random Access Memory), input ports, output ports, and a communication module. The on-vehicle controller 100 is configured to be able to communicate with a battery exchange station, and, for example, controls the operation of the on-vehicle actuator 14 and activates the lock mechanism 13 based on commands from the battery exchange station.

[0041] Here, the battery exchange system 1 of this embodiment is characterized in that, even when the vehicle controller 100 is not in operation, the locking mechanism 13 can be activated, and the external controller 200 can be connected to the vehicle circuit network 20 via the vehicle connector 21 to enable replacement or temporary removal of the main battery 11, and the external controller 200 can operate the vehicle actuator 14.

[0042] The on-board connector 21 has one end connected to the on-board circuit network 20 and the other end connectable to the external controller 200 (see FIG. 3). Specifically, the on-board connector 21 has, at one end, a first terminal 21a connected to a first line 20S of the on-board circuit network 20 that is directly connected to the drive pump 17, and a second terminal 21b connected to a second line 20T that is directly connected to the control valve 16. At the other end of the on-board connector 21, the first terminal 21a and the second terminal 21b are connected to a third terminal 201a and a fourth terminal 201b of the external controller 200, respectively.

[0043] The connection position of the on-board connector 21 to the on-board circuit network 20 is, for example, downstream of the first relay 22 and the second relay 23 as viewed from the auxiliary battery 12. That is, the first terminal 21a of the on-board connector 21 is connected downstream of the first relay 22 in the first line 20S directly connected to the drive pump 17 (21-Con1 in FIG. 2). The second terminal 21b of the on-board connector 21 is connected downstream of the second relay 23 in the second line 20T directly connected to the control valve 16 (21-Con2 in FIG. 2). When the on-board controller 100 is in an inoperative state, the first relay 22 and the second relay 23 are also in an inoperative state, and the first relay 22 and the second relay 23 are in a closed state. From this perspective, the connection position of the on-board connector 21 is set to such a position so that the drive pump 17 and the control valve 16 can be operated by a direct power supply from the external controller 200.

[0044] A cap (not shown) is provided on the other end (the end connected to the external controller 200) of the in-vehicle connector 21 to cover the connection terminal. This is to ensure insulation between the first terminal 21a and the second terminal 21b of the in-vehicle connector 21 when the external controller 200 is not connected. That is, under normal circumstances, power is supplied to the connection terminal of the in-vehicle connector 21 from the auxiliary battery 12, and if an operator accidentally touches the connection terminal, a current leak will occur.

[0045] The external controller 200 is connected to the in-vehicle connector 21 when the in-vehicle controller 100 is not in operation, and is a controller for controlling the operation of the in-vehicle actuator 14. Specifically, the external controller 200 controls the operation of the in-vehicle actuator 14 by supplying operating power to the drive pump 17 and supplying a control signal to the control valve 16 via the in-vehicle circuit network 20.

[0046] More specifically, as described above, the external controller 200 has a connection terminal 201 including a third terminal 201a and a fourth terminal 201b on one end side. When the external controller 200 is attached to the vehicle connector 21, the third terminal 201a is connected to the first terminal 21a of the vehicle connector 21, and the fourth terminal 201b is connected to the second terminal 21b of the vehicle connector 21.

[0047] The external controller 200 also has a power receiving connector 203 at the other end that can be connected to an external power source other than the main battery 11, and supplies the power received from the external power source via the power receiving connector 203 to the in-vehicle circuit network 20 via the in-vehicle connector 21 (see FIG. 3). That is, the external controller 200 is able to use the power received from the external power source to supply operating power to the first line 20S (i.e., the drive pump 17) and to supply a control signal to the second line 20T (i.e., the control valve 16) (dotted arrows in FIG. 2).

[0048] Preferably, the power receiving connector 203 of the external controller 200 is connectable to the auxiliary battery 12 mounted on the vehicle C as an external power source. This is convenient because it eliminates the need to prepare a separate external power source outside the vehicle when operating the on-vehicle actuator 14 with the external controller 200. From this perspective, it is preferable that the on-vehicle connector 21 be disposed in a position close to the auxiliary battery 12.

[0049] However, an external power source other than the auxiliary battery 12 may be connectable to the power receiving connector 203 of the external controller 200 .

[0050] The external controller 200 also has an operation unit 202 that accepts user operations. The operation unit 202 includes a first switch 202a that switches the supply state of operating power from the external controller 200 to the first line 20S (i.e., the drive pump 17), and a second switch 202b that switches the supply state of a control signal from the external controller 200 to the second line 20T (i.e., the control valve 16).

[0051] 3, the first switch 202a may be configured with two types of switches: a relay switch and a push button switch, in order to make it possible to adjust the driving force of the drive pump 17. With this configuration, the user can control the amount of power supplied to the drive pump 17 by adjusting the on-time of the push button switch, thereby adjusting the driving force of the drive pump 17 (i.e., the driving force of the on-vehicle actuator 14).

[0052] <Unlocking the locking mechanism 13 using the external controller 200> Here, an operation for unlocking the lock mechanism 13 using the external controller 200 when the in-vehicle controller 100 is not in operation will be described.

[0053] In the battery exchange system 1 according to this embodiment, under normal circumstances (i.e., when the battery is not being exchanged), the locking mechanism 13 is maintained in a locked state, and the first relay 22 and the second relay 23 are in an open state. Therefore, when the on-board controller 100 is not operating, it is not possible to supply operating power to the drive pump 17 or a control signal to the control valve 16. Therefore, in order to attach or detach the main battery 11 to or from the vehicle frame Cf when the on-board controller 100 is not operating, it is necessary to operate the locking mechanism 13 using the external controller 200.

[0054] First, the worker prepares the external controller 200. Then, the worker connects the connection terminal 201 of the external controller 200 to the vehicle-mounted connector 21. Next, the worker connects the power receiving connector 203 of the external controller 200 to the auxiliary battery 12.

[0055] Next, the worker operates the operation unit 202 of the external controller 200 to switch the first switch 202a and the second switch 202b to the ON state.

[0056] As a result, the external controller 200 uses the power received from the auxiliary battery 12 to start supplying operating power to the first line 20S (i.e., the drive pump 17) and supplying a control signal to the second line 20T (i.e., the control valve 16). As a result, the drive pump 17 starts operating, the control valve 16 opens, and the high-pressure hydraulic oil that the drive pump 17 sends to the hydraulic circuit 15 is supplied to the on-vehicle actuator 14. As a result, the on-vehicle actuator 14 operates the lock mechanism 13, and the lock mechanism 13 is unlocked.

[0057] By performing the above-described procedures, the main battery 11 can be removed from the vehicle frame Cf.

[0058] Furthermore, when attaching the main battery 11 to the vehicle frame Cf, the work vehicle simply places the main battery 11 on the battery mounting stand of the vehicle C and uses the external controller 200 to operate the on-board actuator 14 to cause the locking mechanism 13 to perform the locking operation.

[0059] <Effects> As described above, in the battery exchange system 1 for the electric vehicle C according to this embodiment, a locking mechanism 13 fixed to a vehicle frame Cf of the vehicle C to attach the battery 11 to the vehicle frame Cf; an on-vehicle actuator 14 that drives the lock mechanism 13 to switch the battery 11 between a locked state and an unlocked state relative to the vehicle frame Cf; on-vehicle circuitry 20 for operating the on-vehicle actuators 14; an on-vehicle controller 100 that controls the operation of the on-vehicle actuator 14 via an on-vehicle circuit network 20; an in-vehicle connector 21 having one end connected to an in-vehicle circuit network 20 and the other end to which an external controller 200 can be connected; Equipped with When the on-board controller 100 is not in operation, the external controller 200 can control the operation of the on-board actuator 14 via the on-board circuit network 20.

[0060] According to the battery exchange system 1 of this embodiment, even when the vehicle controller 100 is not in operation, the external controller 200 can activate the locking mechanism 13, making it possible to remove or attach the battery 11 from the vehicle frame Cf.

[0061] That is, this makes it possible to replace or temporarily detach the battery 11 in an emergency even at a location other than a battery exchange station. Also, during the vehicle development stage, there are many stages in which the on-board controller 100 is not in operation, and even at such stages, it becomes possible to detach and attach the battery 11 from the vehicle C, which also contributes to improving workability during vehicle development.

[0062] In particular, in the battery exchange system 1 according to this embodiment, the external controller 200 can be used to supply both operating power and control signals for operating the on-board actuator 14 to the on-board circuit network 20. This is advantageous in that no other complicated electrical control is required.

[0063] The present invention is not limited to the above-described embodiment, but can be applied to various modified aspects.

[0064] For example, in the above embodiment, a hydraulic actuator is used as an example of the on-vehicle actuator 14. However, an electric actuator may be used as the on-vehicle actuator 14 used in the present invention.

[0065] In the above embodiment, a latch mechanism is shown as an example of the lock mechanism 13. However, the lock mechanism 13 used in the present invention is arbitrary, and other lock mechanisms may be used.

[0066] Although specific examples of the present invention have been described above in detail, these are merely examples and do not limit the scope of the claims. The technology described in the claims includes various modifications and alterations of the specific examples exemplified above. [Industrial Applicability]

[0067] According to the battery exchange system of the present invention, even when the vehicle controller is not in operation, the locking mechanism can be activated and the battery can be removed and attached. [Explanation of symbols]

[0068] 1 Battery Swap System 11 Main battery 11b Striker 12 Auxiliary battery 13 Locking mechanism 14 Automotive Actuators 15 Hydraulic circuit 16 Control Valve 17 Drive pump 20 Automotive circuit network 20S 1st Line 20T 2nd line 20X harness cables 21 Automotive Connectors 22 First Relay 23 Second Relay 100 In-vehicle controller 200 External Controller 201 Connection terminal 202 Operation section 203 Power receiving connector C vehicle Cf vehicle frame

Claims

1. A battery exchange system for an electric vehicle, a locking mechanism fixed to a vehicle frame of the vehicle to attach the battery to the vehicle frame; an on-vehicle actuator that drives the lock mechanism to switch the battery between a locked state and an unlocked state relative to the vehicle frame; on-vehicle circuitry for operating the on-vehicle actuator; an on-board controller that controls operation of the on-board actuator via the on-board circuit network; an in-vehicle connector having one end connected to the in-vehicle circuit network and the other end to which an external controller can be connected; Equipped with A battery exchange system in which the external controller can control the operation of the on-board actuator via the on-board circuit network when the on-board controller is not in operation.

2. The on-vehicle actuator is a hydraulic actuator, The operation of the on-vehicle actuator is controlled by the operation of a drive mechanism including a hydraulic circuit connected to the on-vehicle actuator, a drive pump that supplies hydraulic oil to the hydraulic circuit, and a control valve disposed in the hydraulic circuit. The battery exchange system of claim 1 .

3. The vehicle connector is connected to a first line for supplying power to the drive pump and a second line for supplying power to the control valve, both of which are included in the vehicle circuit network. The battery exchange system according to claim 2 .

4. the external controller has an operation unit that accepts user operations; The operation unit includes a first switch that controls a state of power supply to the first line, and a second switch that controls a state of power supply to the first line. The battery exchange system according to claim 3 .

5. the external controller has a power receiving connector connectable to a second power source different from the battery; The external controller uses the power received from the second power source to supply operating power for operating the on-vehicle actuator via the on-vehicle circuit network. The battery exchange system of claim 1 .

6. The second power source is an auxiliary battery mounted on the vehicle. The battery exchange system according to claim 5 .

7. The vehicle-mounted connector has a cap for covering a terminal for connecting the external controller. The battery exchange system of claim 1 .

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