JP2014088150A - In-vehicle battery management device - Google Patents

In-vehicle battery management device Download PDF

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Publication number
JP2014088150A
JP2014088150A JP2012240663A JP2012240663A JP2014088150A JP 2014088150 A JP2014088150 A JP 2014088150A JP 2012240663 A JP2012240663 A JP 2012240663A JP 2012240663 A JP2012240663 A JP 2012240663A JP 2014088150 A JP2014088150 A JP 2014088150A
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Prior art keywords
battery
state
information
node
ecu
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JP2012240663A
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Japanese (ja)
Inventor
Hideki Yakabe
英揮 矢加部
Yasuyuki Takahashi
康行 高橋
Yuzo Harada
雄三 原田
Mitsutoshi Kato
光敏 加藤
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Denso Corp
株式会社デンソー
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    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02EREDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10Energy storage using batteries

Abstract

PROBLEM TO BE SOLVED: To specify a power consumption factor of a battery and prevent battery exhaustion before occurrence.SOLUTION: A central G/W (Gate Way) 1 acquires node information related to each of ECUs 41 to 44 through an in-vehicle network, and time sequentially stores it into a memory bank. The node information includes information indicating an activation factor when the ECU starts, and a time stamp. The central G/W 1 monitors the state of a battery, and if detecting an abnormality of the battery state, the central G/W 1 notifies information related to the time sequential node information stored in the memory bank to an external object (such as a user or a center server).

Description

  The present invention relates to an in-vehicle battery management device that monitors the state of a battery mounted on a vehicle and takes measures against battery exhaustion.

  Conventionally, the state of a battery mounted on a vehicle is monitored, the relay of electrical components is switched on / off according to the state, and the nodes and buses constituting the in-vehicle communication network are forced to sleep. Is known (see, for example, Patent Document 1).

JP 2005-20570 A

  It is known that the cause of battery exhaustion is forgetting to operate the user such as forgetting to turn off the lamp, forgetting to turn off the electrical components, or failure of the device. However, at the site where the battery has actually run out, the condition of the vehicle when the battery goes up and the power consumption factor (when and what has happened) leading to the battery run up are artificially specified before or after the battery runs out. It ’s difficult. Therefore, the current situation is that it is not sufficiently performed to prevent the battery from running out. In the above-described prior art, only countermeasures according to the battery state are performed in units of nodes, and the operation state of the entire vehicle when the battery goes up and making it possible to specify the battery consumption factor are not considered.

  The present invention has been made to solve the above problems. An object of the present invention is to provide a technique for making it possible to specify a power consumption factor of a battery and preventing the battery from running out.

The battery management apparatus of the present invention made to achieve the above object includes node information acquisition means, storage means, state determination means, and notification control means.
The node information acquisition means has shifted from an in-vehicle network powered by an in-vehicle battery to a start or sleep state, in which a plurality of nodes connected via the communication line communicate with each other via the communication line. Node information including identification information for identifying a node, information indicating an activation factor when the node is activated, and information indicating a time when the node is activated or shifted to sleep is acquired. The storage means stores a plurality of time-series node information acquired by the node information acquisition means. The state determination unit determines whether or not the state of the in-vehicle battery is normal. Then, under the condition that the state of the in-vehicle battery is determined to be abnormal by the state determination unit, the notification control unit transmits information on the plurality of pieces of time-series node information stored in the storage unit via the predetermined notification unit. Notice.

  According to the present invention, by accumulating node operating conditions (identification information, activation factors, time stamps, and the like), it is possible to grasp the causes of battery consumption in a time series. Then, when an abnormality occurs in the battery state, the information regarding the accumulated node information is notified, thereby facilitating the identification of the abnormality location and the factor. Further, when the user can receive the notification, the battery can be prevented from running out by taking a countermeasure based on the notified information. Even after the battery has been exhausted, it is easy to identify the cause of the battery exhaustion by analyzing the accumulated time-series node information.

1 is a block diagram showing a schematic configuration of a central gateway 1 and its surroundings. The block diagram which shows schematic structure of the vehicle-mounted network used as the object of monitoring and control by the central gateway 1. FIG. FIG. 3 is an explanatory diagram showing an overview of battery management by the central gateway 1. The flowchart which shows the procedure of a battery state monitoring main routine. The flowchart which shows the procedure of the inclination monitoring routine of a battery voltage. The graph which shows an example of transition of a battery voltage. Explanatory drawing which shows an example of the identification method of a power consumption factor. Explanatory drawing which shows the outline | summary of external notification and log information provision. Explanatory drawing which shows the outline | summary of the countermeasure treatment with respect to battery abnormality. Explanatory drawing which shows the outline | summary of the countermeasure treatment with respect to battery abnormality.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In addition, this invention is not limited to the following embodiment at all, and can be implemented in various aspects.
[Description of Central Gateway 1 Configuration]
The configuration of the battery management system centered on the central gateway 1 corresponding to the battery management apparatus according to the present invention will be described with reference to FIG. As shown in FIG. 1, the central gateway 1 is connected to a communication bus 22. The communication bus 22 constitutes an in-vehicle network of a multiplex communication system to which a plurality of electronic control units (ECUs) that control various electrical components mounted on the vehicle are connected.

  The central gateway 1 is composed of a microcomputer having a well-known CPU, ROM, RAM, input / output interface and the like (not shown). The central gateway 1 includes, as functions realized by the above configuration, a voltage detection unit 10, a power supply state input unit 11, an engine-on input unit 12, a battery state monitoring unit 13, a bus state monitoring unit 14, a storage unit 15, and a battery. A countermeasure treatment unit 16 is provided.

  The voltage detection unit 10 detects the voltage of the battery 20 mounted on the vehicle and inputs it to the battery state monitoring unit 13. The power supply state input unit 11 detects an operation state (off, ACC, IG, start) of the power supply based on a power supply signal supplied from a key switch (not shown) of the vehicle and inputs it to the battery state monitoring unit 13. The engine-on input unit 12 detects the operating state of the engine based on the engine speed signal and inputs it to the battery state monitoring unit 13. The power supply signal and the engine speed signal may be acquired from the power supply ECU or the engine ECU via the communication bus 22.

  The battery state monitoring unit 13 monitors the state of the battery 20 based on input signals from the voltage detection unit 10, the power supply state input unit 11, and the engine-on input unit 12. Specifically, the voltage of the battery 20, the operating state of the power source, and the engine operating state are observed to grasp the current state of the battery 20 and detect an abnormality. In addition, you may include the temperature of the battery 20 as a monitoring item of a battery state. The monitoring by the battery state monitoring unit 13 is periodically performed regardless of the level of the remaining battery level and the operating state of the power source.

  The bus state monitoring unit 14 observes transitions and factors of wakeup (startup) and sleep (function stop) of each ECU (corresponding to a node in the present invention) connected to the in-vehicle network, and monitors a bus abnormality. . Specifically, the bus state monitoring unit 14 acquires node information regarding the wake-up of each ECU and the state at the time of sleep through the communication bus 22 and stores the acquired node information in the storage unit 15 in time series.

  The storage unit 15 is a rewritable nonvolatile storage device. The storage unit 15 stores time-series node information regarding each ECU acquired by the bus state monitoring unit 14. The node information includes a time stamp indicating the time when an event such as wake-up or sleep of the ECU has occurred, information identifying the ECU that wakes up or sleeps, information indicating a factor when the ECU wakes up, Information indicating the vehicle state is included. A specific description regarding the contents of the node information will be described later.

  Further, the bus state monitoring unit 14 determines a bus abnormality caused by an abnormal operation of the ECU based on the node information stored in the storage unit 15. Further, the bus state monitoring unit 14 identifies a cause of battery abnormality from the transition of the operating state of the ECU based on the node information stored in the storage unit 15. Note that bus monitoring by the bus state monitoring unit 14 is regularly performed when the engine is not in an engine run state (engine off).

  When a battery abnormality is detected by the battery state monitoring unit 13, the battery countermeasure processing unit 16 executes external notification and countermeasures based on the cause of the battery abnormality specified by the bus state monitoring unit 14. As an external notification, the battery countermeasure processing unit 16 causes the display unit (meter) provided on the instrument panel to display the battery state, the reason for battery consumption, and the like. In addition, the battery countermeasure processing unit 16 provides an external notification to a portable information terminal (for example, a high-function mobile phone, a so-called smartphone) possessed by a user of the vehicle via a wireless communication device provided in the vehicle. Information indicating the battery status, the reason for battery consumption, etc. is notified and displayed. Further, the battery countermeasure processing unit 16 notifies the center server installed in an organization (center) that provides various information support services to vehicles in a wide area as an external notification of the battery status and the reason for battery consumption. To do. Furthermore, the time-series node information accumulated in the storage unit 15 may be transmitted to the center server as log information. A specific description regarding the external notification will be described later.

  Further, as countermeasure measures, the battery measure treatment unit 16 shifts each ECU to a fail-safe mode, which is a predetermined operation mode for reducing power consumption, forced sleep, reading of a failure diagnosis code (DTC), ECU reset Then, the power supply relay 21 is shut off. Specific explanation regarding these countermeasures will be described later.

[Description of configuration and function of in-vehicle network]
The configuration and function of the in-vehicle network to be monitored and controlled by the central gateway 1 will be described with reference to FIG.

  In the in-vehicle network, a plurality of ECUs are networked for each bus provided for each system such as a power train, a chassis, a body, and media (information). Various power supply systems are applied to each bus depending on the application. In addition, various communication protocols are applied to each bus depending on the application, for reasons such as communication speed, reliability, diversity, and cost.

  In the example shown in FIG. 2, a powertrain bus (P bus) is connected to a powertrain ECU group 41 mainly related to power control such as a power source, an engine, a transmission, a hybrid system, and an electric travel (EV) system. System. In the P bus, each device is operated by an ignition power supply (IG system) to which power is supplied when the key switch is in the IG or start position, and the communication speed is high. The chassis bus (C bus) is a system to which a chassis ECU group 42 mainly related to control for traveling such as brake, steering, airbag, and TPMS (Tire Pressure Monitoring System) is connected. In the C bus, each device is operated by an ignition power supply (IG system), and the communication speed is high.

  The body bus (B bus) is a system to which a body ECU group 43 mainly related to control of interior products such as a body, a door, an air conditioner, a key, and a meter is connected. In the B bus, each device is operated by a battery power source (B + system) to which power is always supplied regardless of the position of the key switch, and the communication speed is low. The media bus (M bus) is a system to which a media ECU group 44 relating to information such as sound, video, navigation system, and telephone is connected. In the M bus, each device is operated by an accessory power supply (ACC system) to which power is supplied when the key switch is in the ACC or IG position, and the communication speed is high.

  The P bus, C bus, B bus, and M bus systems are connected to the K bus via the power train gateway 31, chassis gateway 32, body gateway 33, and media gateway 34, respectively. ing. Further, a central gateway 1 is connected to the K bus. In the K bus, each device is operated by a battery power source (B + system) to which power is always supplied regardless of the position of the key switch, and the communication speed is medium.

  Each of the gateways 31 to 34 includes a microcomputer having a well-known CPU, ROM, RAM, input / output interface and the like (not shown). The gateways 31 to 34 temporarily accumulate node information related to each ECU based on data transmitted from each ECU connected to the managed bus, and store the accumulated node information via the K bus. It has a function of transmitting to the gateway 1.

  When each ECU wakes up from the sleep state, the information indicating the factor that the ECU wakes up is associated with the identification information (ID) of the ECU, and connected to the same bus. 34 is transmitted. The information indicating the cause of the wake-up of each ECU is registered in each ECU, the gateways 31 to 34, the central gateway 1 and the like, collected in advance for each ECU in the vehicle network design stage. And

  When each gateway 31 to 34 receives the ID of the waked-up ECU and the wake-up factor from the managed ECU, each gateway 31 to 34 stores node information regarding the wake-up ECU. This node information includes a time stamp indicating a wake-up time, identification information for identifying the wake-up ECU (wake-up ID), and a wake-up factor. In addition, information indicating the state of the vehicle at the time of wake-up is recorded as node information. Examples of the vehicle state recorded in the node information include the power supply operating state (off, ACC, IG, start), engine speed, whether the battery is being charged, battery voltage, temperature, and the like. . Information indicating these vehicle states is acquired by a method in which each of the gateways 31 to 34 reads vehicle state data from the corresponding ECU, or directly reads signal contents flowing in the bus frame.

  Each ECU transmits information indicating that its ECU shifts to the sleep state to the gateways 31 to 34 connected to the same bus when shifting from the wake-up state to the sleep state. Each gateway 31-34 will memorize | store the node information regarding ECU which shifted to sleep state, if the information which shows shifting to sleep state from ECU under management is received. This node information includes a time stamp indicating the time of transition to the sleep state and identification information (sleep block ID) for identifying the ECU that has transitioned to the sleep state. In addition, information indicating the state of the vehicle at the time of transition to the sleep state is recorded as node information.

  When each gateway 31 to 34 wakes up as the K bus becomes active, each gateway 31 to 34 transmits the node information that it has accumulated so far to the central gateway 1 via the K bus. The node information that has been transmitted is deleted from the storage of each gateway 31-34. When the central gateway 1 wakes up as the K bus becomes active, the central gateway 1 receives node information from each of the gateways 31 to 34, and all the received node information is stored in the memory bank of the storage unit 15 in time series. save. If the central gateway 1 and each node are directly connected by a bus without going through the respective gateways 31 to 34, each node sends node information to the central gateway 1 at the timing when the K bus is woken up. Send.

[Explanation of battery management overview]
An outline of battery management by the central gateway 1 will be described with reference to FIG. FIG. 3 shows the transition of the operating state of the bus (on state / sleep state) in the process in which the operating state of the power source of the vehicle changes from engine on → ACC (engine off) → power off over time, and the battery. An example of the transition of the remaining amount is shown.

  As shown in FIG. 3, the remaining battery level is divided into a safety level, a caution level, a danger level, and a minimum amount of electricity required for starting the engine with a predetermined threshold as a boundary. The safety level is a state where there is a margin in the remaining amount of the battery and there is no trouble in operation. The attention level is a state in which the remaining battery level is reduced by one step from the safety level and some countermeasure is required. The danger level is a state in which the remaining battery level is further reduced from the caution level and further strict measures are required. When the remaining battery level is further reduced by one level from the danger level, only the minimum amount of electricity necessary for starting the engine remains, and there is no room for operating other devices.

  The central gateway 1 implements a battery run-out countermeasure consisting of four steps of battery status monitoring, bus status monitoring, external notification, and countermeasure measures according to the battery status. Among these, the monitoring of the battery state and the monitoring of the bus state are performed when the remaining battery level is the safety level, the caution level, and the danger level. The external notification is performed when the remaining battery level is at a caution level. Countermeasures are implemented when the remaining battery level is at a caution level and a danger level. It should be noted that since the central gateway 1 itself stops functioning when the remaining battery level becomes the minimum amount of electricity required for starting the engine, no measures are taken. In addition, if wireless communication with the outside or information display is performed with a small amount of remaining battery power, the battery may run out. Therefore, the central gateway 1 does not carry out external notification when the remaining battery level is at a dangerous level.

  There are multiple ways to determine the risk of running out of battery. Specifically, in the battery state monitoring step, the central gateway 1 measures the remaining battery level, and determines that the battery state is abnormal when the remaining battery level reaches a danger level. Further, the central gateway 1 observes the transition of the remaining battery level, and determines that the battery state is abnormal when the decrease in the remaining battery level is abrupt (the slope of the decrease is excessive). In the bus state monitoring step, the central gateway 1 observes the bus operation status and detects, for example, an abnormal operation such that the bus does not sleep even after a certain period of time has elapsed since the power is turned off. If it is determined that the bus status is abnormal.

[Explanation of battery status monitoring main routine]
The procedure of the battery state monitoring main routine executed by the battery state monitoring unit 13 of the central gateway 1 will be described with reference to the flowchart of FIG. This process is repeatedly executed at the timing when the central gateway 1 wakes up. In the battery state monitoring in the present embodiment, it is assumed that the remaining battery level is estimated based on the battery voltage.

  When the central gateway 1 wakes up in S100, in the next S102, the battery state monitoring unit 13 determines whether or not the power supply is in a start (engine start) state based on the detection result by the power supply state input unit 11. When the power supply is in the start state (S102: YES), the battery state monitoring unit 13 proceeds to S104. When the power source is other than the start state (OFF, ACC, IG, etc.) (S102: NO), the battery state monitoring unit 13 proceeds to S106.

  In S104, which proceeds when the power supply is in the start state, the battery state monitoring unit 13 starts a timer that masks the detection result of the battery voltage for a certain period of time. As a result, as illustrated in the graph of FIG. 6, the temporary voltage drop that occurs when the cell motor is turned to start the engine is excluded from the battery status monitoring target.

Returning to the flowchart of FIG. In next S <b> 106, the battery state monitoring unit 13 detects the current battery voltage V through the voltage detection unit 10. Then, in S108, the battery state monitoring unit 13, detected battery voltage V is equal to or low battery voltage V M or more. The low battery voltage V M referred to herein is a voltage corresponding to the boundary between the security level and attention level of the battery remaining amount (see FIG. 3 and 6). If the battery voltage V is low battery voltage V M or more (S108: YES), the battery state monitoring unit 13 terminates this process. On the other hand, when the battery voltage V is less than the low battery voltage V M (S108: NO), the battery state monitoring unit 13 proceeds to S110.

In S110 the battery voltage V proceeds if it is less than the low battery voltage V M, the battery state monitoring unit 13, the battery voltage V is equal to or engine start ensuring voltage V L or more. The engine start ensuring voltage V L here is a voltage corresponding to the boundary between the caution level and the danger level in the remaining battery level (see FIGS. 3 and 6). When the battery voltage V is equal to or higher than the engine start ensuring voltage V L (S110: YES), the battery state monitoring unit 13 proceeds to S112. On the other hand, when the battery voltage V is less than the engine start ensuring voltage VL (S110: NO), the battery state monitoring unit 13 proceeds to S116.

In S112, which proceeds when the battery voltage V is equal to or higher than the engine start ensuring voltage VL , the battery countermeasure processing unit 16 executes an external notification regarding battery abnormality. The detailed contents of the external notification by the battery countermeasure processing unit 16 will be described later. In the next S114, the battery countermeasure processing unit 16 executes a countermeasure for the battery abnormality. Here, each ECU is instructed to shift to the fail-safe mode 1 that is applied under a condition where the battery state is a caution level. Further, various measures such as forced sleep, power cut, reset, and DTC reading are appropriately executed in accordance with the abnormality of the bus state specified by the bus state monitoring unit 14.

On the other hand, in S116 that proceeds when the battery voltage V is less than the engine start ensuring voltage V L , the battery countermeasure processing unit 16 executes a countermeasure for the battery abnormality. Here, each ECU is instructed to shift to the fail-safe mode 2 that is applied under the condition that the battery state is at a dangerous level. Further, various measures such as forced sleep, power cut, reset, and DTC reading are appropriately executed in accordance with the abnormality of the bus state specified by the bus state monitoring unit 14. After execution of S114 or S116, this process is terminated.

[Description of tilt monitoring routine]
The procedure of the inclination monitoring routine executed by the battery state monitoring unit 13 of the central gateway 1 will be described with reference to the flowchart of FIG. This process is executed as a preliminary measure of the battery state monitoring main routine, and is repeatedly executed at the timing when the central gateway 1 wakes up.

  When the central gateway 1 wakes up in S200, in the next S202, the battery state monitoring unit 13 determines whether or not the engine is off based on the detection result by the engine-on input unit 12. When the engine is off (S202: YES), the battery state monitoring unit 13 proceeds to S204. When the engine is on (S202: NO), the battery state monitoring unit 13 ends this process.

In S204, which proceeds when the engine is in the off state, the battery state monitoring unit 13 calculates the notification possible time d based on the detection result of the battery voltage by the voltage detection unit 10. Notifiable time d, as illustrated in FIG. 6, the pace of decrease in the remaining battery capacity in the engine turned off, the time the external notification about battery error is allowed (i.e., the battery voltage V from the battery voltage drop V M This is a prediction of the time required to decrease to the engine start ensuring voltage V L. The notification possible time d is calculated by the following formula (1).

d = (V L −V M ) / a (1)
Note that a is the amount of change (that is, inclination) per unit time of the battery voltage V in the engine off state. When the notification possible time d is relatively long, the time until the remaining battery level reaches the danger level is long, and there is room for the time during which external notification regarding battery abnormality can be performed. When the notification possible time d is relatively small, the time until the remaining battery level reaches the danger level is short, and there is no time for the external notification regarding the battery abnormality. Therefore, based on the length of the notification possible time d, it is determined whether or not the transition of the remaining battery charge is dangerous.

  In next S206, the battery state monitoring unit 13 determines whether or not the notification possible time d calculated in S204 is shorter than a predetermined reference time D. When the notification possible time d is shorter than the reference time D (S206: YES), the battery state monitoring unit 13 proceeds to S208. On the other hand, when the notification possible time d is equal to or longer than the reference time D (S206: NO), the battery state monitoring unit 13 ends this process.

  In S208, which proceeds when the notification possible time d is shorter than the reference time D, the battery countermeasure processing unit 16 performs an external notification regarding an abnormality in the remaining battery level based on the determination result of the remaining battery level by the battery state monitoring unit 13. Execute. After execution of S208, this process ends.

[Explanation regarding bus status monitoring and identification of error factors]
The bus state monitoring by the bus state monitoring unit 14 and the identification of the cause of the abnormality will be described with reference to FIG.

  The bus state monitoring unit 14 analyzes a plurality of pieces of time-series node information accumulated in the storage unit 15, and grasps the wake-up factor and operation state of each ECU as the current bus state. Then, the bus state monitoring unit 14 determines the abnormality of the bus state by comparing the grasped current bus state with a normal criterion of the ECU wake-up factor and the operating state registered in advance.

  FIG. 7 (a) is an example of normal criteria for the factors of the wake-up of the ECU and the operating conditions. As shown in FIG. 7A, a known normal value of a wake-up factor and an operating state (allowable power supply, upper limit of continuous operation time, etc.) is registered for each ECU. These normal values are collected from the products of each ECU in the manufacturing stage and registered in the central gateway 1 in advance.

  FIG. 7B is an example of the wake-up factor and the operating status (current bus status) of each ECU, as grasped by the bus status monitoring unit 14 analyzing the node information accumulated in the storage unit 15. In the case of FIG. 7B, it is assumed that the continuous operation time (80 seconds) of the body ECU exceeds the normal upper limit time (60 seconds) as compared with the normal value of FIG. 7A. doing. In this case, the bus state monitoring unit 14 determines that the wakeup due to the door opening is abnormal in the body ECU. Then, the bus state monitoring unit 14 identifies an abnormal wake-up of the body ECU due to the opening of the door as a cause of the battery abnormality. As another example, for example, when the power is off, the number of times the ECU wakes up is monitored, and when the number of wakeups more than the specified number is detected, it is determined that the bus state is abnormal and specified as the cause of battery abnormality To do.

[Explanation of external notification and log information provision]
External notification by the battery countermeasure processing unit 16 and provision of log information at a maintenance shop will be described with reference to FIG.

  When an abnormality is detected by the battery state monitoring unit 13 and the bus state monitoring unit 14, the battery countermeasure processing unit 16 includes an external center server 6, a portable information terminal 7 registered in advance as a contact, and a vehicle instrument panel. 18 is notified of information relating to the abnormality. Note that the external notification is performed under the condition that the remaining battery level is at a caution level.

  For example, the notification to the center server 6 may be performed via a public wireless LAN or the like. The battery countermeasure processing unit 16 associates information regarding the battery status (remaining capacity decrease or abnormal pace) or the reason for battery consumption with the vehicle identification number (VIN). Send. Information transmitted to the center server 6 is used for various services such as identification of a failure factor by a dealer. In addition, information regarding the battery state and the reason for battery consumption may be transmitted to the portable information terminal 7 registered in advance as a contact address via the center server 6. The notification to the center server 6 is performed when the power is off (or when it is determined that the user is not in the vehicle).

  For example, the notification to the portable information terminal 7 may be performed via short-range wireless communication or the like. Based on the information received from the central gateway 1, the portable information terminal 7 displays information indicating the battery state and the reason for battery consumption on the display. Further, based on the information received via the center server 6, information indicating the battery state and the reason for battery consumption may be displayed on the display. In addition, the notification with respect to the portable information terminal 7 shall be implemented when an engine run or a power supply is in the state of IG or ACC.

  Further, the portable information terminal 7 may notify the central gateway 1 of the operation received from the user, so that the central gateway 1 can be remotely operated. Based on the operation information received from the portable information terminal 7, the central gateway 1 instructs the ECU to stop the function being operated or shift to the failsafe mode. The remote operation by the portable information terminal 7 is performed when the remaining battery level is not at a dangerous level and the power is off (or when the user is not near the vehicle). In addition, operations related to security, such as an immobilizer, are performed remotely after user authentication.

  The display by the instrument panel 18 is performed when the display by the meter is in the engine run (engine on) or when the power source is in the IG or ACC state (or when it is determined that the user is in the vehicle). . Based on the notification from the central gateway 1, the instrument panel 18 displays information indicating a battery state, a reason for battery consumption, and the like on a display unit such as a meter.

  Furthermore, log information such as node information and fault diagnosis codes stored in the storage unit 15 is read by connecting a fault diagnosis device such as a diagnostic tool 5 to the on-board connector 17 connected to the central gateway 1. Be able to. The log information read by the diagnostic tool 5 is used for specifying a failure location and a failure factor in a maintenance shop.

[Explanation of countermeasures]
Of the countermeasure measures executed by the battery countermeasure treatment unit 16, the instruction to shift to the fail-safe mode, forced sleep, ECU reset, and reading of the failure diagnosis code (DTC) will be described with reference to FIG. Note that the transition instruction, forced sleep, ECU reset, and failure diagnosis code reading means are diag communication (for example, physical address) even when using a communication protocol command (for example, CAN, K-LINE). , Function address) may be used.

  As shown in FIG. 9, a fail-safe mode definition table that defines the contents of the operation mode for reducing power consumption is registered in advance in the central gateway 1 for each ECU or for each actuator to be controlled by the ECU. ing. The fail-safe mode definition table applies to the fail-safe mode 1 restrictions applied when the remaining battery level is at the caution level and the dangerous level when the remaining battery level is based on the normal operating state when the remaining battery level is at the safe level The restriction contents of fail-safe mode 2 are defined.

  The battery countermeasure processing unit 16 instructs all the ECUs or the ECUs that are driving the actuators to shift to the fail-safe mode 1 or 2 based on the determination result by the above-described battery state monitoring main routine (FIG. 4). To do. In the transition to the fail-safe mode, the battery countermeasure processing unit 16 instructs each ECU individually with a specific value according to the contents of the fail-safe mode definition table. Alternatively, the operation contents corresponding to the fail-safe mode may be individually stored in each ECU, and the fail-safe mode may be executed with the operation contents stored by each ECU in accordance with a transition instruction from the central gateway 1.

  Alternatively, the battery countermeasure processing unit 16 may forcibly instruct all the ECUs or the ECU that is being woken up to shift to the sleep state. It should be noted that the instruction to shift to the fail-safe mode and the sleep state can be performed regardless of the remaining battery level (attention level or danger level) and the operating state of the power source (off, ACC, IG, start).

  Further, when the cause of battery abnormality is specified in the bus state monitoring unit 14, the battery countermeasure processing unit 16 individually reads the failure diagnosis code for the ECU corresponding to the specified factor. The battery countermeasure processing unit 16 records the failure diagnosis code read from the ECU corresponding to the cause of the battery abnormality in the storage unit 15 as log information in association with the time stamp. Further, the battery countermeasure processing unit 16 instructs the ECU corresponding to the cause of the battery abnormality to perform ECU reset (initialization). Note that the failure diagnosis code reading and ECU reset processing can be performed regardless of the level of the remaining battery level (attention level or danger level) and the operating state of the power source (off, ACC, IG, start).

  Alternatively, in a situation where the remaining battery level is abnormally low, the battery countermeasure processing unit 16 may perform a process of cutting off a power relay for supplying power to each ECU. Note that the power relay can be shut off regardless of the remaining battery level (attention level or danger level) and the operating state of the power source (OFF, ACC, IG, start). With reference to FIG. 10, a description will be given of the power relay disconnection procedure by the battery countermeasure processing unit 16.

  In the case of FIG. 10A, the battery countermeasure treatment unit 16 directly controls and shuts off the power supply relay 21 provided on the power supply wiring for supplying the electric power of the battery 20 to each ECU to forcibly power the ECU. Cut. At this time, when the power supply wiring and the power supply relay are individually provided for each ECU, the battery countermeasure processing unit 16 supplies power to the ECU corresponding to the cause of the battery abnormality specified in the bus state monitoring unit 14. The power relay to be supplied can be cut off.

  On the other hand, in the case of FIG. 10B, the power supply relay 41b for supplying to each ECU is under the control of the power supply ECU 41a, which is a powertrain ECU. In this case, the battery countermeasure processing unit 16 notifies the power supply ECU 41a of an instruction to shut off the power supply relay 41b. The power supply ECU 41a cuts off the power supply relay 41b in response to an instruction from the central gateway 1. At this time, when the power supply wiring and the power supply relay are individually provided for each ECU, the battery countermeasure processing unit 16 supplies power to the ECU corresponding to the cause of the battery abnormality identified in the bus state monitoring unit 14. An instruction to cut can be notified to the power supply ECU 41a. Then, the power supply ECU 41a cuts off the power supply relay that supplies power to the ECU corresponding to the instruction from the central gateway 1.

[effect]
According to the battery management system centered on the central gateway 1 of the present embodiment, the following effects are obtained.

  The central gateway 1 can collect node information related to each ECU and accumulate it in time series. Then, when a battery abnormality is detected, the central gateway 1 can notify the outside of the battery state, the reason for battery consumption, and the like based on the accumulated node information. The external notification is made to the user (meter, portable information terminal) or the center server according to the state of the vehicle. Thereby, it becomes easy to artificially specify the cause of the battery abnormality. Further, when the user can receive the notification, it is possible to prevent the battery from being exhausted by the user taking appropriate measures based on the notified information. In addition, even after the battery has run out, the accumulated time-series node information can be read and analyzed at a maintenance factory, etc., making it easier to identify the cause of battery exhaustion, thus preventing recurrence. It is easy to take measures.

  Further, when a battery abnormality is detected, the central gateway 1 makes the ECU, which is a power load, shift to fail-safe mode, force sleep, read out a failure diagnosis code, reset the ECU, shut off the power relay, etc. Countermeasures can be implemented. In particular, by identifying the cause of the battery abnormality by monitoring the bus state, it is possible to implement countermeasures such as reading the failure diagnosis code, resetting the ECU, and shutting off the power supply relay for the ECU corresponding to the cause of the abnormality. By doing so, it is possible to take appropriate measures against battery exhaustion according to the state of the vehicle, and effectively prevent battery exhaustion.

  DESCRIPTION OF SYMBOLS 1 ... Central gateway, 10 ... Voltage detection part, 11 ... Power supply state input part, 12 ... Engine-on input part, 13 ... Battery state monitoring part, 14 ... Bus state monitoring part, 15 ... Memory | storage part, 16 ... Battery countermeasure treatment part , 17 ... On-board connector, 18 ... Instrument panel (meter), 20 ... Battery, 21 ... Power relay, 22 ... Communication bus, 31 ... Powertrain gateway, 32 ... Chassis gateway, 33 ... Body gateway, 34 DESCRIPTION OF SYMBOLS: Media system gateway, 41 ... Power train system ECU group, 42 ... Chassis system ECU group, 43 ... Body system ECU group, 44 ... Media system ECU group, 5 ... Diag tool, 6 ... Center server, 7 ... Portable information terminal.

Claims (6)

  1. Identification information for identifying a node that has transitioned to a start or sleep state from an in-vehicle battery powered by an in-vehicle battery configured such that a plurality of nodes connected through the communication line communicate with each other via the communication line Node information acquisition means (14) for acquiring node information including information indicating an activation factor when the node is activated and information indicating a time when the node is activated or shifted to sleep;
    Storage means (15) for storing a plurality of pieces of time-series node information acquired by the node information acquisition means;
    State determination means (13) for determining whether or not the in-vehicle battery is in a normal state;
    Notification control means for notifying, via a predetermined notification means, information on a plurality of time-series node information stored in the storage means under the condition where the state of the in-vehicle battery is determined to be abnormal by the state determination means (16) and
    A battery management device comprising:
  2. The battery management device according to claim 1,
    Factor identifying means for identifying the cause of the abnormality based on information on a plurality of pieces of time-series node information stored in the storage means under a condition in which the state of the in-vehicle battery is determined to be abnormal by the state determining means (14) and
    The battery management device further comprising: a countermeasure unit (16) that performs predetermined control regarding a countermeasure for the abnormality with respect to the node related to the factor identified by the factor identifying unit.
  3. In the battery management device according to claim 1 or 2,
    The notification control means determines a specific notification destination according to the operating state of the vehicle under a condition in which the state of the in-vehicle battery is determined to be abnormal from a plurality of predetermined notification destinations, and the determined notification A battery management apparatus characterized by notifying information on a plurality of time-series node information stored in the storage means.
  4. The battery management device according to claim 3.
    The battery management device characterized in that the plurality of notification destinations are information presenting means provided in a vehicle, a portable information terminal possessed by a user of the vehicle, and a center device provided in an external information center.
  5. In the battery management apparatus according to claim 3 or claim 4 quoting claim 2 or claim 2,
    The coping means performs at least one of reading out a failure diagnosis code or resetting an operation state (instruction for entering a fail-safe mode, forced sleep, or ECU reset) with respect to a node related to the specified factor. A battery management device.
  6. In the battery management apparatus according to claim 3 or claim 4 quoting claim 2 or claim 2,
    The battery management apparatus characterized in that the coping means cuts off a power supply path for supplying vehicle battery power to a node related to the identified factor.
JP2012240663A 2012-10-31 2012-10-31 In-vehicle battery management device Pending JP2014088150A (en)

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