阅读说明：本技术 电动车辆和电动车辆用的电池组 (Electric vehicle and battery pack for electric vehicle ) 是由 筒井雄介 于 2021-06-16 设计创作，主要内容包括：本发明涉及电动车辆和电动车辆用的电池组。电动车辆包括：车辆主体,具有行驶用马达；电池组,被搭载于车辆主体,向行驶用马达供给电力；电池ECU,被收纳于电池组内；车辆ECU,被搭载于车辆主体,以可与电池ECU通信的方式与电池ECU连接,车辆ECU向电池ECU发送检测通信中断的第1识别数据和第2识别数据,电池ECU在接收到第1识别数据和第2识别数据这两者时,判断为以可与车辆ECU通信的方式与车辆ECU连接,使针对车辆ECU的预定相互监视功能有效化,在接收到第1识别数据而未接收到第2识别数据时,以可与除车辆ECU之外的其他ECU通信的方式与所述其他ECU连接,使针对车辆ECU的相互监视功能无效化。(The present invention relates to an electric vehicle and a battery pack for the electric vehicle. The electric vehicle includes: a vehicle body having a motor for traveling; a battery pack mounted on a vehicle body and configured to supply electric power to a travel motor; a battery ECU housed in the battery pack; and a vehicle ECU mounted on the vehicle body and connected to the battery ECU so as to be communicable with the battery ECU, the vehicle ECU transmitting 1 st identification data and 2 nd identification data for detecting communication interruption to the battery ECU, the battery ECU determining that the vehicle ECU is connected to the vehicle ECU so as to be communicable with the vehicle ECU when both the 1 st identification data and the 2 nd identification data are received, enabling a predetermined mutual monitoring function with respect to the vehicle ECU, and connecting the vehicle ECU to another ECU other than the vehicle ECU so as to be communicable therewith and disabling the mutual monitoring function with respect to the vehicle ECU when the 1 st identification data is received and the 2 nd identification data is not received.)

1. An electric vehicle, wherein,

the electric vehicle includes:

a vehicle body having a motor for traveling;

a battery pack mounted on the vehicle body and configured to supply electric power to the travel motor;

a battery ECU housed in the battery pack; and

a vehicle ECU mounted on the vehicle body and connected to the battery ECU so as to be able to communicate with the battery ECU,

the vehicle ECU transmits 1 st identification data and 2 nd identification data for detecting communication interruption to the battery ECU,

the battery ECU determines that the battery ECU is connected to the vehicle ECU so as to be communicable with the vehicle ECU and activates a predetermined mutual monitoring function for the vehicle ECU when both the 1 st identification data and the 2 nd identification data are received,

when the 1 st identification data is received and the 2 nd identification data is not received, it is determined that the vehicle ECU is connected to another ECU other than the vehicle ECU so as to be able to communicate with the other ECU, and the mutual monitoring function for the vehicle ECU is invalidated.

2. The electric vehicle according to claim 1,

the vehicle ECU and the battery ECU are connected so as to be able to communicate via a serial communication protocol.

3. The electric vehicle according to claim 2,

the serial communication protocol is CAN, a controller area network.

4. A battery pack for an electric vehicle, wherein,

the electric vehicle includes a vehicle body having a motor for traveling, and a vehicle ECU mounted on the vehicle body, the vehicle ECU being configured to output 1 st identification data and 2 nd identification data for detecting communication interruption to a battery ECU,

the battery pack includes:

at least one battery unit that supplies electric power to the travel motor; and

the battery ECU is connected to the vehicle ECU so as to be able to communicate with the vehicle ECU when the battery ECU is mounted on the electric vehicle,

the battery ECU determines that the battery ECU is connected to the vehicle ECU so as to be communicable with the vehicle ECU and activates a predetermined mutual monitoring function for the vehicle ECU when both the 1 st identification data and the 2 nd identification data are received,

when the 1 st identification data is received and the 2 nd identification data is not received, it is determined that the vehicle ECU is connected to another ECU other than the vehicle ECU so as to be able to communicate with the other ECU, and the mutual monitoring function for the vehicle ECU is invalidated.

Technical Field

The technology disclosed in the present specification relates to an electric vehicle and a battery pack for an electric vehicle.

Background

In recent years, electric vehicles have come to be widely used. In this regard, japanese patent application laid-open No. 2008-42985 describes a battery pack for an electric vehicle. The battery pack is provided with a battery ECU (Electronic Control Unit) connected to an ECU (hereinafter referred to as a vehicle ECU) mounted on the electric vehicle so as to be able to communicate with the ECU. Generally, electric vehicles employ various fail-safe designs, and a relatively high degree of mutual monitoring function is also added with respect to mutual communication between the battery ECU and the vehicle ECU.

Disclosure of Invention

As the popularization of electric vehicles progresses, many battery packs are manufactured and the battery packs are discarded. In this way, it is studied to reuse a battery pack for an electric vehicle as a power source for facilities, stores, and the like. Here, only when the battery pack for the electric vehicle is directly reused for another purpose, it is necessary to mount a mutual monitoring function of the height mounted on the battery ECU also on the ECU of the reuse destination. However, it is not assumed that a fail-safe design equivalent to that of an electric vehicle is required in a facility or a shop at a reuse destination. Thus, providing the reuse-destination ECU with a mutual monitoring function compatible with the battery ECU may lead to an unnecessary increase in cost.

In view of the above, the present specification provides a technique for easily reusing a battery pack for an electric vehicle to another use.

The technology disclosed in this specification is embodied in an electric vehicle. The electric vehicle includes: a vehicle body having a motor for traveling; a battery pack mounted on a vehicle body and configured to supply electric power to a travel motor; a battery ECU housed in the battery pack; and a vehicle ECU mounted on the vehicle body and connected to the battery ECU so as to be able to communicate with the battery ECU, the vehicle ECU transmitting 1 st identification data and 2 nd identification data for detecting a communication interruption to the battery ECU, the battery ECU determining that the vehicle ECU is connected to the vehicle ECU so as to be able to communicate with the vehicle ECU when both the 1 st identification data and the 2 nd identification data are received, validating a predetermined mutual monitoring function for the vehicle ECU, determining that the vehicle ECU is connected to another ECU so as to be able to communicate with the ECU other than the vehicle ECU when the 1 st identification data is received and the 2 nd identification data is not received, and invalidating the mutual monitoring function for the vehicle ECU.

In the above-described electric vehicle, the battery ECU housed in the battery pack is configured to monitor the 1 st identification data and the 2 nd identification data during mutual communication with an ECU (for example, a vehicle ECU) of an application destination thereof. When receiving both the 1 st identification data and the 2 nd identification data, the battery ECU determines that the battery ECU is connected to the vehicle ECU so as to be able to communicate with the vehicle ECU. In contrast, when the 1 st identification data is received and the 2 nd identification data is not received, the battery ECU determines that the battery ECU is connected to another ECU so as to be able to communicate with another ECU other than the vehicle ECU, for example, the ECU of the reuse destination. Thus, while the battery pack is mounted on the electric vehicle, the battery ECU performs a mutual monitoring function with the vehicle ECU, and the fail-safe performance required for the electric vehicle can be satisfied. On the other hand, when the battery pack is applied to a reuse destination, the battery ECU determines this by itself, and can stop the unnecessary mutual monitoring function. Therefore, it is sufficient that the ECU of the reuse destination is given the function of transmitting the 1 st identification data, and a significant change thereof is not required. On the other hand, in the battery pack, no particular change is required at the stage of application to the reuse destination. This enables the battery pack for the electric vehicle to be easily reused for other purposes.

The technology disclosed in the present specification is also embodied in a battery pack for an electric vehicle. The electric vehicle includes a vehicle body having a motor for traveling and a vehicle ECU mounted on the vehicle body, and the vehicle ECU is configured to output 1 st identification data and 2 nd identification data for detecting a communication interruption to the battery ECU. The battery pack includes: at least one battery unit for supplying electric power to the motor for running; and a battery ECU connected to the vehicle ECU so as to be able to communicate with the vehicle ECU when the battery ECU is mounted on the electric vehicle, wherein the battery ECU determines that the battery ECU is connected to the vehicle ECU so as to be able to communicate with the vehicle ECU when both the 1 st identification data and the 2 nd identification data are received, and activates a predetermined mutual monitoring function with respect to the vehicle ECU, and determines that the battery ECU is connected to another ECU so as to be able to communicate with an ECU other than the vehicle ECU when the 1 st identification data is received and the 2 nd identification data is not received, and deactivates the mutual monitoring function with respect to the vehicle ECU.

According to the battery pack, the battery ECU can reliably perform the mutual monitoring function with the vehicle ECU even while the battery pack is mounted on the electric vehicle. On the other hand, when the battery pack is applied to a reuse destination, the battery ECU can stop an unnecessary mutual monitoring function. Therefore, the battery pack for the electric vehicle can be easily reused for other purposes.

Drawings

Fig. 1 schematically shows the structure of an electric vehicle 10 of the embodiment.

Fig. 2 is a block diagram showing a main structure of the electric vehicle 10.

Fig. 3 is a flowchart illustrating a series of processes performed by the battery ECU 26.

Detailed Description

Representative, non-limiting specific examples of the present disclosure are described in detail below with reference to the accompanying drawings. The detailed description is simply intended to show the skilled person the details of preferred examples for implementing the disclosure, and is not intended to limit the scope of the disclosure. In addition, in order to provide further improved electric vehicles and battery packs for electric vehicles, additional features and disclosures disclosed below can be used alone or together with other features and techniques.

In addition, the combinations of features and steps disclosed in the following detailed description are not essential to practice the present disclosure in the broadest sense, and are instead described merely to illustrate representative specific examples of the present disclosure. In addition, in providing additional and useful embodiments of the present disclosure, various features of the above and following representative examples, as well as various features of the subject matter recited in the independent and dependent claims, need not be combined in the order in which the specific examples are recited or recited herein.

All the features described in the present specification and/or claims are intended to be disclosed separately and independently from each other as a definition of specific matters disclosed and claimed at the time of filing the application, in a constitution different from the features described in the embodiments and/or claims. Moreover, all numerical ranges and groups or groups described are intended to disclose the intermediate structures as limitations on the disclosure at the time of filing the application and as limitations on the specific matters claimed.

Referring to fig. 1 and 2, an electric vehicle 10 according to an embodiment is described. As shown in fig. 1, the electric vehicle 10 includes a vehicle body 12 and a plurality of wheels 14f, 14r that support the vehicle body 12. The vehicle body 12 is not particularly limited, but is mainly made of metal. A passenger compartment and a cargo compartment are defined inside the vehicle body 12. The plurality of wheels 14f, 14r are rotatably attached to the vehicle body 12. The plurality of wheels 14f, 14r include a pair of front wheels 14f and a pair of rear wheels 14 r. The number of the wheels 14f and 14r is not limited to four.

The vehicle body 12 is provided with a running motor 16, a battery pack 18, a PCU (Power Control Unit) 20, and a vehicle ECU (Electronic Control Unit) 22. The travel motor 16 drives at least one of the wheels 14f, 14r (e.g., a pair of rear wheels 14 r). The battery pack 18 is connected to the running motor 16 via the PCU 20.

The PCU20 includes a power conversion device (not shown) such as a DC-DC converter and/or an inverter, for example, and is capable of adjusting the supply power supplied from the battery pack 18 to the drive motor 16. The running motor 16, the battery pack 18, and the PCU20 are so-called high-voltage components, and are electric components that operate at an ac voltage exceeding 30 volts or a dc voltage exceeding 60 volts.

On the other hand, vehicle ECU22 is a low-voltage component and is mounted relatively rearward of electrically powered vehicle 10. Vehicle ECU22 is connected to each ECU for controlling running motor 16 mounted on electrically powered vehicle 10, battery pack 18 described later, and the like so as to be communicable with each ECU. In the electrically powered vehicle 10 of the present embodiment, although not particularly limited, a serial communication protocol such as CAN (Controller Area Network) is used for communication between a plurality of ECUs including the vehicle ECU 22. The vehicle ECU22 includes a processor and a memory, not shown. The processor of vehicle ECU22 executes various control operations including instructions for each ECU based on a program stored in advance in a memory, information from each ECU and each sensor, and the like.

The battery pack 18 is mounted along the floor of the vehicle body 12. As shown in fig. 2, the battery pack 18 includes a battery case 19, a cell stack 24, and a battery ECU 26. The battery case 19 has a box shape, and houses the battery stack 24 and the battery ECU26 therein. The cell stack 24 includes a plurality of cells 25 and can be repeatedly charged and discharged. Generally, the cell stack 24 is charged with electric power supplied from an external power source (e.g., a charging station). The battery stack 24 is connected to the travel motor 16 via the PCU20, and can supply electric power to the travel motor 16. The battery stack 24 can also be charged with the regenerative power generated by the travel motor 16 via the PCU 20.

As described above, the battery ECU26 is connected to the vehicle ECU22 in such a manner as to be able to communicate with the vehicle ECU 22. However, communication between vehicle ECU22 and battery ECU26 may be accidentally interrupted due to, for example, a physical abnormality of a communication circuit or the like. In this case, the battery ECU26 needs to promptly detect the communication interruption and take necessary measures such as prohibiting or restricting discharge of the cell stack 24. Therefore, in the electric vehicle 10 of the embodiment, the vehicle ECU22 is configured to transmit the 1 st identification data D1 and the 2 nd identification data D2 to the battery ECU26 at predetermined intervals, for example. In addition, the battery ECU26 recognizes a case where communication with the vehicle ECU22 is possible by receiving the 1 st identification data D1 and the 2 nd identification data D2. In order to detect a communication interruption between the two ECUs 22, 26, only a single piece of identification data is usually used, and it is not necessary to use two pieces of identification data D1, D2. However, in the electric vehicle 10 of the embodiment, it is assumed that the battery pack 18 is reused, thereby using the two pieces of identification data D1, D2. This will be explained in detail in the subsequent section.

The battery ECU26 executes a predetermined mutual monitoring function with respect to the vehicle ECU22 upon recognizing that communication with the vehicle ECU22 is possible. Thus, for example, when an abnormality occurs in the operation of battery ECU26, the abnormality is immediately detected by vehicle ECU 22. Similarly, when an abnormality occurs in the operation of vehicle ECU22, the abnormality is immediately detected by battery ECU 26. The specific method of the mutual monitoring function is not particularly limited. For example, the battery ECU26 transmits a predetermined request signal to the vehicle ECU 22. Upon receiving the request signal, vehicle ECU22 transmits a response signal corresponding to the request signal to battery ECU 26. Then, battery ECU26 determines that vehicle ECU22 is operating normally by receiving the response signal. As a result of the mutual monitoring function being executed, for example, when an abnormality of vehicle ECU22 is detected, battery ECU26 executes a fail-safe operation in accordance with the abnormality. Examples of the fail-safe operation include, but are not particularly limited to, an operation of prohibiting or restricting charging and discharging of the cell stack 24.

The battery pack 18 of the present embodiment is assumed to be reused as a power source of a facility, a store, or the like. However, when only the battery pack 18 for the electric vehicle 10 is directly reused for another purpose, it is necessary to mount the height mutual monitoring function mounted on the battery ECU26 on the ECU of the reuse destination in the same manner. However, it is not assumed that a fail-safe design equivalent to that of the electric vehicle 10 is required in a facility or a shop at a reuse destination. This may increase unnecessary costs due to the reuse-destination ECU having a mutual monitoring function in cooperation with the battery ECU 26.

Thus, in the electric vehicle 10 of the embodiment, when the 1 st identification data D1 is received and the 2 nd identification data D2 is not received, the battery ECU26 determines that the ECU is connected to another ECU other than the vehicle ECU22 so as to be able to communicate with the ECU, and disables the mutual monitoring function with respect to the vehicle ECU 22. That is, even when the battery ECU26 cannot receive the 2 nd identification data D2, if the 1 st identification data D1 can be received, the mutual monitoring function is invalidated and then the function is operated as in the normal case. With this configuration, the function of transmitting the 1 st identification data D1 may be provided to the ECU at the reuse destination, and the mutual monitoring function such as the vehicle ECU22 does not need to be provided. When the battery pack 18 is used at a reuse destination, the battery ECU26 can determine this situation by itself and stop the unnecessary mutual monitoring function. Thus, in the stage where the battery pack 18 is applied to the reuse destination, the battery pack 18 can be easily applied to the reuse destination without making a special change to the battery pack 18.

Fig. 3 shows a series of processes performed by the battery ECU 26. By executing the series of processing shown in fig. 3, battery ECU26 can activate the mutual monitoring function while mounted on electric powered vehicle 10, and after being applied to a destination of reuse, can deactivate the mutual monitoring function. A series of processing shown in fig. 3 will be described below, but this is an example and the configuration of the battery ECU26 is not particularly limited.

In step S12, the battery ECU26 determines whether the 1 st identification data D1 is received. In the case where the 1 st identification data D1 is received (YES of S12), the battery ECU26 proceeds to the process of step S14. In the case where the 1 st identification data D1 is not received (NO of S12), the battery ECU26 proceeds to the process of step S36.

In step S14, the battery ECU26 determines whether the 2 nd identification data D2 is received. When receiving the 2 nd identification data D2 (YES in S14), the battery ECU26 determines that the vehicle ECU22 is connected so as to be able to communicate with the vehicle ECU22 (step S16), and activates the mutual monitoring function for the vehicle ECU22 (step S18).

When the 2 nd identification data D2 is not received (NO in S14), the battery ECU26 determines that the vehicle ECU22 is connected to the reuse-destination ECU so as to be able to communicate with the reuse-destination ECU (step S26), and invalidates the mutual monitoring function for the vehicle ECU22 (step S28).

On the other hand, when the process proceeds to step S36 from step S12, the battery ECU26 determines that a communication interruption has occurred with the ECU of the other party and executes the fail-safe operation (step S38). After the series of processing of steps S12-S38 ends, the battery ECU26 returns to step S12.

As described above, by the series of processes shown in fig. 3, while battery pack 18 is mounted on electrically powered vehicle 10, it is possible to perform the mutual monitoring function required between battery ECU26 and vehicle ECU 22. On the other hand, when the battery pack 18 is applied to a reuse destination, the battery ECU26 can determine this by itself and stop the unnecessary mutual monitoring function. Therefore, the battery ECU26 uses both the 1 st identification data D1 and the 2 nd identification data D2 as the identification data for detecting the communication interruption. The 1 st identification data D1 is common identification data used by both the electric vehicle 10 and the reuse destination. The 2 nd identification data D2 is vehicle-specific identification data that is used only by the electric vehicle 10. By using these components in combination, the assembled battery 18 for the electric vehicle 10 can be reused for other purposes, and thus, the electric drive of the vehicle can be promoted.