JP2017210182A - Connection device and network system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable respective devices to independently determine a state of a secondary battery.SOLUTION: A connection device includes: first transmission and reception means (LIN I/F11) for transmitting and receiving information to/from a secondary battery state detection device 21 for detecting a state of a secondary battery 23 via a first network (LIN 20); second transmission and reception means (CAN I/F15) for transmitting and receiving information to/from one or more ECUs for controlling each part of a vehicle via a second network (CAN 30); acquisition means (a control part 13) for acquiring secondary battery state information showing a state of the secondary battery from the secondary battery state detection device via the first transmission and reception means; storage means (a storage part 14) for storing the secondary battery state information acquired by the acquisition means; and supply means (the control part 13) for supplying the secondary battery state information stored in the storage means to one or more ECUs via the second transmission and reception means.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a connection device and a network system.

  In the technique disclosed in Patent Document 1, the state of a battery mounted on a vehicle is detected by a battery sensor and supplied to a power management unit via a LIN (Local Interconnect Network). The power management unit determines the state of the battery and supplies a control command based on the determination result to the alarm display unit, the load control request unit, and the current control unit via a CAN (Controller Area Network). To control.

JP 2010-76595 A

  By the way, in the technique disclosed in Patent Document 1, a control command based on a determination result by the power management unit is supplied to the alarm display unit, the load control request unit, and the current control unit. For this reason, the alarm display unit, the load control request unit, and the current control unit cannot determine the state of the battery based on their own determination process and cannot execute the process based on the determination result. There is a point.

  In recent years, since the computerization of vehicles has progressed, there is an increasing need for each device to determine the state of the battery from different viewpoints and to perform its own processing based on the determination result. It is serious.

  The present invention has been made in view of the above situation, and an object of the present invention is to provide a connection device and a network system in which each device can uniquely determine the state of a secondary battery.

In order to solve the above problems, the present invention provides a secondary battery in a connection device that connects a first network and a second network having a communication protocol different from that of the first network, and exchanges information between them. First transmission / reception means for transmitting / receiving information to / from the secondary battery state detection device for detecting the state of the vehicle via the first network, and one or a plurality of ECUs (Electric Control Units) for controlling each part of the vehicle A second transmitter / receiver for transmitting / receiving information via the second network, and secondary battery status information indicating the status of the secondary battery from the secondary battery status detector via the first transmitter / receiver. Obtaining means, storage means for storing the secondary battery state information obtained by the obtaining means, and the secondary battery state information stored in the storage means for the second transmission / reception. And having a supply means for supplying to the one or more ECU via a step.
According to such a configuration, each ECU can independently determine the state of the secondary battery.

The present invention further includes input means for inputting information from a sensor that detects a state different from the state detected by the secondary battery state detection device, and the storage means is input from the input means. Information is also stored as the secondary battery state information.
According to such a configuration, each ECU can accurately determine the state of the secondary battery in consideration of information from the sensor.

Further, the present invention is characterized in that the sensor detects a state relating to an amount of the electrolyte solution of the secondary battery, a voltage between terminals, and at least one of an ambient temperature or an electrolyte solution temperature.
According to such a configuration, the state of the secondary battery can be accurately determined in consideration of the amount of the electrolytic solution, the voltage between terminals, and the ambient temperature.

The present invention further includes a determination unit that determines whether or not the secondary battery state detection device has failed based on the secondary battery state information, and the determination unit causes the secondary battery state detection device to fail. If it is determined that there is a failure, the ECU notifies the ECU of the occurrence of a failure via the second transmission / reception means.
According to such a configuration, a failure of the secondary battery state detection device can be detected and notified to a predetermined ECU, so the user can be notified of the occurrence of the failure accurately.

In the present invention, the storage unit further stores the secondary battery state information acquired in the past by the acquisition unit, and the supply unit is acquired in the past stored in the storage unit. The secondary battery state information is supplied to the ECU.
According to such a configuration, the state of the secondary battery can be more accurately determined with reference to past information.

Further, the present invention is characterized in that the first network is a LIN (Local Interconnect Network) and the second network is a CAN (Controller Area Network).
According to such a configuration, information can be reliably exchanged between LIN and CAN having high versatility.

Moreover, this invention is a network system which has a connection apparatus of any one of Claim 1 thru | or 6.
According to such a configuration, it is possible to provide a network in which each ECU can independently determine the state of the secondary battery.

  According to the present invention, it is possible to provide a connection device and a network system in which each device can uniquely determine the state of the secondary battery.

It is a figure which shows the control system of the vehicle which has the connection apparatus which concerns on embodiment of this invention. It is a block diagram which shows the detailed structural example of the gateway of FIG. It is a figure which shows an example of the equivalent circuit of the secondary battery shown in FIG. It is a figure which shows an example of the secondary battery state information memorize | stored in a memory | storage part. It is a flowchart which shows an example of the process performed in the gateway shown in FIG. It is a flowchart which shows an example of the process performed in the secondary battery state detection apparatus shown in FIG. It is a flowchart which shows an example of the process performed in the gateway shown in FIG. It is an example of the flowchart explaining the flow of the process performed in each ECU shown in FIG.

  Next, an embodiment of the present invention will be described.

(A) Description of Configuration of Embodiment of the Present Invention FIG. 1 is a diagram showing an electric system of a vehicle having a connection device according to an embodiment of the present invention. In this figure, the electrical system of the vehicle includes a gateway 10, a LIN 20, a secondary battery state detection device 21 having a sensor unit 22, a secondary battery 23, an alternator 24, a starter motor 25, a CAN 30, and an engine ECU (Electric Control Unit) 31. A steering system ECU 32, a body system ECU 33, an air conditioner ECU 34, a security ECU 35, and a driving support system ECU 36. The LIN 20, the secondary battery state detection device 21, the gateway 10, the CAN 30, the engine ECU 31, the steering system ECU 32, the body system ECU 33, the air conditioner ECU 34, the security ECU 35, and the driving support system ECU 36 constitute a network system. Note that the ECU shown in FIG. 1 is an example, and other ECUs may be included.

  Here, the gateway 10 has a function of connecting the LIN 20 and the CAN 30 having different communication protocols and performing protocol conversion so that information can be exchanged between them. The detailed configuration of the gateway 10 will be described later with reference to FIG.

  The LIN 20 is a network that has a line-type bus structure and performs communication using a token in a master / slave manner. The LIN 20 is a network in which the secondary battery state detection device 21 and the gateway 10 are connected to each other and information can be exchanged between them. In LIN20, the gateway 10 is set as a master, and the secondary battery state detection device 21 is set as a slave.

  The sensor unit 22 is configured as a part of the secondary battery state detection device 21, for example, a voltage sensor that detects a terminal voltage of the secondary battery 23, a current sensor that detects current, and an electrolytic solution of the secondary battery 23. It has a temperature sensor for detecting the temperature. Of course, you may have sensors other than these. The state information of the secondary battery 23 detected by the sensor unit 22 is processed by the secondary battery state detection device 21.

  For example, the secondary battery state detection device 21 discharges the secondary battery 23 in a pulsed manner a predetermined number of times, calculates the impedance of the secondary battery 23 from changes in voltage and current at that time, and based on the impedance, The SOC (State of Charge), SOF (State of Function), SOH (State of Health), etc. of the secondary battery 23 are calculated. Then, the secondary battery state detection device 21 includes information indicating the state of the secondary battery 23 such as the terminal voltage, the terminal current, and the electrolyte temperature together with the SOC, SOH, and SOF thus obtained (hereinafter referred to as “secondary battery”). The battery status information ”is supplied to the gateway 10 via the LIN 20.

  The secondary battery 23 is composed of, for example, a lead storage battery, a nickel cadmium battery, a nickel hydride battery, or a lithium ion battery, and is charged by an alternator 24 to drive a starter motor 25 to start an engine (not shown). Electric power is supplied to loads controlled by the engine ECU 31, the steering system ECU 32, the body system ECU 33, the air conditioner ECU 34, the security ECU 35, and the driving support system ECU 36.

  The alternator 24 is driven by the engine, generates AC power, converts it into DC power by a rectifier circuit, and charges the secondary battery 23. The alternator 24 is controlled by the engine ECU 31 and the like, and can adjust the generated voltage. The starter motor 25 operates with electric power supplied from the secondary battery 23 and starts an engine (not shown).

  The CAN 30 is a network having a line-type structure and performing communication using CSMA / CA (Carrier Sense Multiple Access / Collision Avoidance) in a multi-star manner.

  The engine ECU 31 is an ECU for controlling the engine, the alternator 24, and the like. The steering system ECU 32 is an ECU for controlling the electric steering device and the like. The body system ECU 33 is an ECU for controlling a power window, a wiper, a power seat, a light, and the like.

  The air conditioner ECU 34 is an ECU that controls the air conditioner, and controls the compressor motor and the blower motor according to the temperature inside the vehicle. The security ECU 35 is an ECU for controlling a security system including, for example, an immobilizer, a human sensor, or a vibration sensor. The driving assistance system ECU 36 is an ECU for controlling, for example, a collision avoidance system, a parking assistance system, or an automatic stability control system.

  The engine ECU 31, the steering system ECU 32, the body system ECU 33, the air conditioner ECU 34, the security ECU 35, and the driving support system ECU 36 are connected to the gateway 10 via the CAN 30.

  FIG. 2 is a diagram illustrating a detailed configuration example of the gateway 10 illustrated in FIG. 1. As shown in this figure, the gateway 10 includes a LIN I / F (Interface) 11, an A / D (Analog to Digital) conversion unit 12, a control unit 13, a storage unit 14, a CAN I / F 15, and a bus 16. Have.

  Here, the LIN I / F 11 executes communication control when information is transmitted to and received from the secondary battery state detection device 21 via the LIN 20. More specifically, the LIN I / F 11 operates as a master of the LIN 20 and transmits a token to the secondary battery state detection device 21 that is a slave, whereby information transmission timing of the secondary battery state detection device 21 is transmitted. Manage.

  The A / D converter 12 converts signals (analog signals) output from the temperature sensor 17 and the liquid level sensor 18 into digital signals and outputs the digital signals. The temperature sensor 17 detects and outputs the temperature around the secondary battery 23. The liquid level sensor 18 detects the liquid level of the electrolytic solution of the secondary battery 23, specifies the liquid amount from the position of the liquid level, and outputs it. A sensor other than these may be provided.

  The control unit 13 is configured by, for example, a CPU (Central Processing Unit) or the like, and controls each unit of the apparatus based on a program, data, and the like stored in the storage unit 14.

  The storage unit 14 is configured by a semiconductor storage device such as a ROM (Random Access Memory) and a RAM (Random Access Memory), for example, and stores programs executed by the control unit 13 and various data.

  The CAN I / F 15 executes communication control when transmitting / receiving information to / from the engine ECU 31, the steering system ECU 32, the body system ECU 33, the air conditioner ECU 34, the security ECU 35, and the driving support system ECU 36 via the CAN 30. More specifically, the CAN I / F 15 receives information transmitted from each ECU via the CAN 30 and transmits information to each ECU. Since CAN 30 employs a multi-master method, CAN I / F 15 is equivalent to engine ECU 31, steering system ECU 32, body system ECU 33, air conditioner ECU 34, security ECU 35, and driving support system ECU 36. Send and receive information.

  The bus 16 electrically connects the LIN I / F 11, the A / D conversion unit 12, the control unit 13, the storage unit 14, and the CAN I / F 15, and enables information exchange between them. It is a connection line.

(B) Description of Operation of the Embodiment of the Present Invention Next, the operation of the embodiment of the present invention will be described. The secondary battery state detection device 21 discharges the secondary battery 23 a predetermined number of times with a pulsed current, and the sensor unit 22 detects the terminal voltage and terminal current at that time. Based on the terminal voltage and terminal current detected in this way, the secondary battery state detection device 21 performs, for example, a component constituting an equivalent circuit of the secondary battery 23 as shown in FIG. calculate. In FIG. 3, the equivalent circuit includes Rohm, which is a resistance component corresponding to the conductor element and electrolyte resistance in the secondary battery 23, and Rct1, Rct2, which are resistance components corresponding to the reaction resistance of the active material reaction of the electrode. And C1 and C2 which are capacitance components corresponding to the electric double layer at the interface between the electrode and the electrolytic solution. The secondary battery state detection device 21 corrects the equivalent circuit component thus calculated to a value at the standard temperature. More specifically, since the element value of the equivalent circuit component changes depending on the temperature, the temperature of the electrolytic solution at the time of calculating the equivalent circuit component is obtained from the sensor unit 22, and the element at the standard temperature (for example, 25 ° C.) Convert to value. The conversion to the standard temperature can be performed using, for example, a table or mathematical expression that stores the correspondence between the temperature and the element value. Further, the secondary battery state detection device 21 detects a terminal voltage (for example, an open circuit voltage) and a terminal current (for example, a dark current) at a predetermined timing (for example, when the vehicle is stopped) by an output from the sensor unit 22. To do.

  The secondary battery state detection device 21 calculates SOC, SOF, and SOH based on the calculated equivalent circuit component. For example, the SOC can be obtained based on the correlation between the open circuit voltage (OCV) of the secondary battery 23 and the SOC. Further, SOH can be obtained from the ratio of the resistance value of the secondary battery 23 (the series resistance value of Rohm, Rct1, and Rct2) when the SOC is within a predetermined range and the resistance value at the time of full charge. Further, the SOF can be obtained from the OCV, the current that flows when the engine is started, and the resistance value of the equivalent circuit. Needless to say, SOC, SOH, and SOF may be obtained by methods other than those described above.

  The secondary battery state detection device 21 obtains the terminal voltage, terminal current, electrolyte temperature, equivalent circuit component, SOC, SOH, and SOF of the secondary battery 23 obtained as described above via the LIN 20. It transmits to the gateway 10 regularly (for example, at intervals of 1 minute). More specifically, the secondary battery state detection device 21 transmits the above-described information to the gateway 10 at a timing when the gateway 10 sends a token to the LIN 20.

  The gateway 10 receives the secondary battery state information sent from the secondary battery state detection device 21 to the LIN 20 through the LIN I / F 11. The control unit 13 classifies the secondary battery state information received by the LIN I / F 11 according to the type, and then stores the information in the storage unit 14. FIG. 4 shows an example of secondary battery state information stored in the storage unit 14. In the example of FIG. 4, terminal voltage, terminal current, electrolyte temperature, equivalent circuit component, SOC, SOH, and SOF are shown as secondary battery state information. Information other than these may be stored.

  The control unit 13 converts the information shown in FIG. 4 stored in the storage unit 14 into the engine ECU 31, the steering system ECU 32, the body system ECU 33, the air conditioner ECU 34, the security ECU 35, and the driving support system via the CAN I / F 15. It transmits regularly with respect to ECU36. More specifically, the control unit 13 periodically acquires the information shown in FIG. 4 stored in the storage unit 14 and supplies the information to the CAN I / F 15. The CAN I / F 15 transmits information to each ECU based on CSMA / CA. That is, the CAN I / F 15 receives information flowing to the CAN 20 to determine whether or not the ECU connected to the CAN 20 is currently performing communication. When transmitting and communicating, after waiting for a random waiting time, it receives again, and when not communicating, it transmits information. Instead of transmitting periodically, for example, the frequency may be changed according to the magnitude of the change in the secondary battery state information.

  Each ECU receives the secondary battery state information transmitted by the CAN I / F 15 and executes a process according to the control target. For example, the engine ECU 31 acquires the SOC of the secondary battery 23, and when the SOC is smaller than a predetermined threshold, for example, the power generation voltage of the alternator 24 is set high to promote charging. Further, when the SOC is larger than a predetermined threshold value (threshold value larger than the above-described threshold value), the voltage applied to the alternator 24 is set low, thereby reducing the load on the engine and improving the fuel efficiency.

  Further, the steering system ECU 32 obtains a voltage drop during operation of the electric steering device from the resistance component of the equivalent circuit and the current that flows when the electric steering device operates. When the voltage value obtained by subtracting the voltage drop from the current terminal voltage is lower than the minimum operating voltage of the electric steering device, the voltage supplied to the electric steering device is boosted to operate smoothly. Can do. Alternatively, by limiting the current flowing through the electric steering device, it is possible to prevent the remaining amount of the secondary battery 23 from rapidly decreasing due to an excessive current. In the case of an electrically controlled brake, the same operation can be performed.

  The body system ECU 33 refers to, for example, the SOC included in the secondary battery state information transmitted by the CAN I / F 15, and when the SOC is smaller than a predetermined threshold, the operating range of the wiper or the power window is set. By limiting the current supplied to the motor at both ends, it is possible to prevent the SOC from decreasing. More specifically, in the case of a wiper, the wiper changes the direction of travel at both ends of the operating range, but consumes a large amount of current at that time, so limiting the current at both ends of the operating range further increases the SOC. Reduction can be suppressed. Also, in the case of a power window, a large amount of power is consumed at the start of operation and at the end of operation. Therefore, when the SOC is smaller than a predetermined threshold, the current is limited at the start of operation and at the end of operation. Further reduction in the amount can be suppressed.

  Further, in the case of the air conditioner ECU 34, when the SOC of the secondary battery 23 is smaller than a predetermined threshold value, the power supplied to the electric compressor or the blower can be limited to suppress a further decrease in the SOC. . Similarly, in the case of a light ECU (not shown), if the SOC of the secondary battery 23 is smaller than a predetermined threshold value, the power supplied to the light (for example, a headlight or fog light) is limited, thereby limiting the SOC. Further reduction in the amount can be suppressed. Note that it is possible to determine the amount of power consumption at the load from the terminal voltage or terminal current instead of the SOC, and when the power consumption is large, the power supplied to the air conditioner or the light may be limited.

  Further, in the case of the security ECU 35 or the driving support system ECU 36, information on the SOC or the terminal voltage is acquired, and when the SOC becomes a predetermined threshold value or less, or when the terminal voltage becomes a predetermined threshold value or less, It can be determined that the operation is disabled, and control for notifying the driver can be performed. As a result, it is possible to notify the driver in advance that there is a possibility that the load of the security or driving support system cannot be operated. In addition, when SOH is acquired and the SOH falls below a predetermined threshold value (when the secondary battery 23 has deteriorated to a predetermined level or more), the driver is notified to encourage replacement of the secondary battery 23. Also good.

  Next, processing executed in the present embodiment will be described with reference to FIGS. FIG. 5 is a flowchart for explaining an example of the flow of processing executed when the secondary battery state information is acquired in the gateway 10. When the processing of the flowchart shown in FIG. 5 is started, the following steps are executed.

  In step S10, the control unit 13 determines whether or not a predetermined time (for example, 1 minute) has elapsed. If it is determined that the predetermined time has elapsed (step S10: Y), the control unit 13 proceeds to step S11. In other cases (step S10: N), the same processing is repeated.

  In step S <b> 11, the control unit 13 sends a transmission request for requesting to transmit secondary battery state information indicating the state of the secondary battery 23 to the secondary battery state detection device 21. More specifically, the control unit 13 controls the LIN I / F 11 to cause the LIN 20 to send a token. The secondary battery state detection device 21 that has received the token sends the secondary battery state information to the LIN 20 after the token.

  In step S12, the control unit 13 determines whether or not secondary battery state information has been received by the LIN I / F 11, and if it is determined that the secondary battery state information has been received (step S12: Y), the process proceeds to step S13. In this case (step S12: N), the same processing is repeated. For example, the secondary battery state detection device 21 acquires the token and sends the secondary battery state information to the LIN 20. If this is received, it is determined as Y and the process proceeds to step S13.

  In step S13, the control unit 13 classifies the secondary battery state information received in step S12 according to the type. For example, when the secondary battery state information sent out by the secondary battery state detection device 21 is stored in the data packet in the order shown in FIG. 4, for example, the information is classified based on the storage order.

  In step S14, the control unit 13 stores the secondary battery state information classified in step S13 in a predetermined area of the storage unit 14. For example, the control unit 13 stores the secondary battery state information classified in step S13 in a predetermined storage area of the storage unit 14 in a manner as shown in FIG.

  In step S15, the control unit 13 determines whether or not to repeat the process. If it is determined that the process is to be repeated (step S15: Y), the control unit 13 returns to step S10 and repeats the same process as described above. In the case (step S15: N), the process ends.

  Next, processing executed in the secondary battery state detection device 21 will be described with reference to FIG. When the processing of the flowchart shown in FIG. 6 is started, the following steps are executed.

  In step S30, the secondary battery state detection device 21 determines whether or not a transmission request for secondary battery state information has been received from the gateway 10, and determines that a transmission request has been received (step S30: Y). Proceeds to step S31, and otherwise repeats the same processing (step S30: N). For example, if a token indicating a transmission request is received from the gateway 10, the determination is Y and the process proceeds to step S31.

  In step S31, the secondary battery state detection device 21 acquires the detected secondary battery state information from a storage unit (not shown). For example, since the secondary battery state detection device 21 periodically detects the state of the secondary battery 23 and stores information as shown in FIG. 4 in a storage unit (not shown), these secondary battery states Information is acquired from the storage unit.

  In step S <b> 32, the secondary battery state detection device 21 transmits the acquired secondary battery state information to the gateway 10 via the LIN 20. More specifically, the secondary battery state detection device 21 acquires a token transmitted from the gateway 10 and sends the secondary battery state information to the LIN 20.

  In step S33, the secondary battery state detection device 21 determines whether or not to repeat the process. If it is determined that the process is to be repeated (step S33: Y), the process returns to step S30 and the same process as described above is repeated. In other cases (step S33: N), the process ends.

  Next, a process in which the gateway 10 periodically transmits secondary battery state information via the CAN 30 will be described with reference to FIG. When the processing of the flowchart shown in FIG. 7 is started, the following steps are executed.

  In step S50, the control unit 13 determines whether or not a predetermined time (for example, 1 minute) has elapsed. If it is determined that the predetermined time has elapsed (step S50: Y), the control unit 13 proceeds to step S51. In other cases (step S50: N), the same processing is repeated.

  In step S <b> 51, the control unit 13 acquires secondary battery state information stored in a predetermined area of the storage unit 14. More specifically, the control unit 13 acquires the secondary battery state information stored in the storage unit 14 in the manner illustrated in FIG.

  In step S52, the control unit 13 transmits the secondary battery state information acquired in step S51 to the CAN 30 via the CAN I / F 15. In more detail, CAN I / F15 receives the information which flows into CAN30 based on CSMA / CA, and when there is no ECU currently communicating, it transmits secondary battery state information and communicates. If there is an ECU that is present, after waiting for a random time, the presence or absence of the ECU that is communicating is checked again. If not, the secondary battery status information is transmitted. Repeat the process of waiting for time.

  In step S53, the control unit 13 determines whether or not to repeat the process. If it is determined that the process is to be repeated (step S53: Y), the control unit 13 returns to step S50 and repeats the same process as described above. In the case (step S53: N), the process ends.

  Next, an example of processing executed by each ECU will be described with reference to FIG. When the processing of the flowchart shown in FIG. 8 is started, the following steps are executed. In addition, since the process performed by each ECU is the same, below, it demonstrates taking the steering system ECU32 as an example.

  In step S70, the steering system ECU 32 determines whether or not secondary battery state information has been received from the gateway 10 via the CAN 20, and if it is determined that it has been received (step S70: Y), the process proceeds to step S71. In other cases (step S70: N), the same processing is repeated. For example, when the steering system ECU 32 receives the secondary battery state information from the gateway 10, it is determined as Y and the process proceeds to step S71.

  In step S71, the steering system ECU 32 acquires necessary information from the secondary battery state information. For example, the steering system ECU 32 acquires information regarding the terminal voltage and the internal resistance.

  In step S72, the steering system ECU 32 executes a process based on the secondary battery state information acquired in step S71. For example, the steering system ECU 32 obtains the value of the voltage drop when the electric steering device is operated from the resistance component of the secondary battery 23 and the current that flows when the electric steering device is operated. And if the voltage value obtained by subtracting the voltage drop value from the current terminal voltage is lower than the minimum operating voltage of the electric steering device, it works smoothly by boosting the voltage supplied to the electric steering device Can be made. Alternatively, by limiting the current flowing through the electric steering device, it is possible to prevent the remaining amount of the secondary battery 23 from rapidly decreasing due to an excessive current. Of course, other processes may be executed.

  In step S73, the steering system ECU 32 determines whether or not to repeat the process. If it is determined that the process is to be repeated (step S73: Y), the process returns to step S70 and the same process as described above is repeated. In the case (step S73: N), the process ends.

  As described above, according to the embodiment of the present invention, each ECU can independently determine the state of the secondary battery 23.

(C) Description of Modified Embodiment It goes without saying that the above embodiment is merely an example, and the present invention is not limited to the case described above. For example, in the above embodiment, the equivalent circuit shown in FIG. 3 is used. However, other equivalent circuits may be used. For example, in FIG. 3, the parallel elements of Rct1 and C1 and the parallel elements of Rct2 and C2 are provided corresponding to the positive electrode and the negative electrode, but an equivalent circuit of only one of them may be used. Alternatively, an equivalent circuit in which three or more parallel elements are connected may be used. Further, an equivalent circuit including only the internal resistance R may be used.

  Further, in the above embodiment, the gateway 10 stores the secondary battery state information for one measurement in the storage unit 14, but stores the secondary battery state information for a plurality of times and stores it in each ECU. You may make it supply. According to such a configuration, it is possible to refer to information for a plurality of past times. For example, it is possible to detect a change in the state of the secondary battery 23 by comparing it with information for one day or several weeks ago. it can. For example, the replacement time of the secondary battery 23 can be accurately determined by referring to the change in SOH over time. Moreover, the presence or absence of a failure of the secondary battery state detection device 21 can also be determined from the change with time of the secondary battery state information. For example, when the secondary battery state information does not change or changes suddenly, it may be determined that the secondary battery state detection device 21 has failed.

  Further, the gateway 10 may create history information indicating the usage state based on the detection result of the secondary battery 23 and determine the state of the secondary battery 23 based on the history information. More specifically, the control unit 13 of the gateway 10 detects overcharge or overdischarge based on the acquired SOC and terminal current, and estimates the deterioration state of the secondary battery 23 from the frequency of overdischarge or overcharge. You may do it. Moreover, the electrolyte solution temperature of the secondary battery 23 is detected, the time when the electrolyte solution temperature falls below or exceeds the predetermined temperature is stored as history information, and the deterioration state of the secondary battery 23 is based on the information. May be estimated. Such processing may be executed by the ECU instead of the gateway 10.

  In the embodiment shown in FIG. 2, information detected by the temperature sensor 17 and the liquid level sensor 18 is stored in accordance with the storage unit 14, and the state of the secondary battery 23 is determined with reference to these information. You may make it do. For example, since the temperature outside the secondary battery 23 detected by the temperature sensor 17 changes prior to the temperature of the electrolyte, the control unit 13 obtains the external temperature detected by the temperature sensor 17, and When the temperature exceeds or falls below this temperature, the engine ECU 31 may be notified and a warning may be issued. Further, since the state information of the secondary battery 23 changes depending on the amount of the electrolytic solution, the secondary battery state information may be corrected with reference to the amount of the electrolytic solution.

  In the above embodiment, the engine vehicle has been described as an example, but the present invention may be applied to, for example, a hybrid vehicle or an electric vehicle. Since these vehicles have a high-voltage secondary battery for driving the motor in addition to the 12V secondary battery, the secondary battery state detection detects the state of the high-voltage secondary battery. A device may be connected to the gateway 10 to execute the same processing as described above. Further, in the case of a vehicle having a 12V standby power supply, a secondary battery state detection device may be provided for the standby power supply and connected to the gateway 10.

  In the above embodiment, the LIN 20 and the CAN 30 have been described as examples of the network to which the gateway 10 is connected. However, other networks may be connected to each other. For example, a FlexRay, a MOST (Media Oriented Systems Transport), or the like may be connected, and information may be exchanged between them.

  In the above embodiment, the priority order of the secondary battery state information sent from the gateway 10 to the CAN 30 is not mentioned, but the priority order is given by comparison with information sent from other ECUs. It may be. For example, the secondary battery state information may be given a higher priority than the air conditioner ECU 34 with a lower priority than the steering system ECU 32 or the engine ECU 31. In addition, when the gateway 10 detects an abnormality in the secondary battery 23 (for example, when a normal voltage cannot be supplied), the information given the highest priority (information indicating the abnormality in the secondary battery 23) is CAN30. You may make it send to.

  Moreover, in the above embodiment, the secondary battery state detection device 21 is configured to transmit the secondary battery state information unilaterally to the gateway 10, but for example, a request from the secondary battery state detection device 21 Accordingly, the secondary battery state information stored in the storage unit 14 by the gateway 10 may be transmitted. According to such a configuration, the storage unit 14 of the gateway 10 can be used as an external storage device of the secondary battery state detection device 21, so that the secondary battery state detection device 21 performs complicated calculation processing. Can do.

  In the above embodiment, the gateway 10 periodically transmits the secondary battery state information to the CAN 30. For example, the secondary battery state information is transmitted based on a request from each ECU. You may do it.

  In the above embodiment, the gateway 10 is connected to each ECU via the CAN 30. However, for example, the control unit that performs automatic operation control and the gateway 10 may be connected via the CAN 30. According to such a configuration, since the control unit that performs the automatic operation control can acquire the secondary battery state information from the gateway 10, the optimal control is executed with reference to the state of the secondary battery 23. be able to. More specifically, when an abnormality occurs in the secondary battery 23, it is possible to guide to the nearest maintenance shop, or to a parking space when the degree of urgency is higher.

10 Gateway (connection device)
11 LIN I / F (first transmission / reception means)
12 A / D converter (input means)
13 Control unit (acquisition means, supply means, determination means)
14 Storage unit (storage means)
15 CAN I / F (second transmission / reception means)
16 Bath 17 Temperature sensor 18 Liquid level sensor 20 LIN (first network)
DESCRIPTION OF SYMBOLS 21 Secondary battery state detection apparatus 22 Sensor part 23 Secondary battery 24 Alternator 25 Starter motor 30 CAN (2nd network)
31 Engine ECU
32 Steering system ECU
33 Body ECU
34 Air conditioner ECU
35 Security ECU
36 Driving assistance ECU

Claims (7)

In a connection device for connecting a first network and a second network having a communication protocol different from that of the first network and exchanging information between them,
First transmission / reception means for transmitting / receiving information to / from a secondary battery state detection device for detecting a state of the secondary battery via the first network;
Second transmission / reception means for transmitting / receiving information to / from one or more ECUs (Electric Control Units) for controlling each part of the vehicle via the second network;
Obtaining means for obtaining secondary battery state information indicating the state of the secondary battery from the secondary battery state detection device via the first transmission / reception means;
Storage means for storing the secondary battery state information acquired by the acquisition means;
Supply means for supplying the secondary battery state information stored in the storage means to the one or more ECUs via the second transmission / reception means;
A connection device comprising: An input unit that inputs information from a sensor that detects a state different from the state detected by the secondary battery state detection device;
The storage means also stores information inputted from the input means as the secondary battery state information.
The connection device according to claim 1.   The connection device according to claim 2, wherein the sensor detects a state related to at least one of an amount of an electrolyte solution of the secondary battery, a voltage between terminals, and an ambient temperature or an electrolyte solution temperature. Based on the secondary battery state information, having a determination means for determining the presence or absence of a failure of the secondary battery state detection device,
When the determination means determines that the secondary battery state detection device is out of order, the ECU notifies the ECU of the occurrence of the failure via the second transmission / reception means.
The connection device according to any one of claims 1 to 3, wherein The storage means further stores the secondary battery state information acquired in the past by the acquisition means,
The supply means supplies the ECU with the secondary battery state information acquired in the past stored in the storage means;
The connection device according to any one of claims 1 to 4, wherein the connection device is provided. The first network is a LIN (Local Interconnect Network),
The second network is a CAN (Controller Area Network).
The connection device according to claim 1, wherein the connection device is a device.   A network system comprising the connection device according to claim 1.

Images