Battery communication assembly, battery communication method of a vehicle, battery and vehicle

Abstract

The application relates to a battery communication assembly, which comprises a battery communication terminal module and a connector harness module; the battery communication terminal module comprises a CAN physical layer unit, an SBC control unit and a terminal resistor; the battery communication terminal module is connected with the connector harness module; the signal lines corresponding to the first pin and the second pin in the CAN physical layer unit are defined as a low-level signal line and a high-level signal line respectively; the CAN physical layer unit is connected with the connector harness module; the CAN physical layer unit supports at least two communication protocols; the connector harness module is connected with a CAN network of a carrier; the terminal resistor comprises a third pin and a fourth pin; the signal lines corresponding to the third pin and the fourth pin of the terminal resistor are connected in parallel with the signal lines of the CAN physical layer unit; the signal line corresponding to the fifth pin in the SBC control unit is defined as a low-level wake-up signal line; and the SBC control unit is connected with a battery wake-up circuit of the carrier.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of automobiles, in particular to a battery communication assembly, a battery communication method of a carrier, a battery and a carrier. BACKGROUND

[0002] With the rapid development of information technology, the application of electronic information technology combined with batteries in carriers is also more and more in-depth. As a core component in a carrier, the communication function of a battery in the carrier is very important.

[0003] In the related art, a user can insert a battery adapted to a vehicle into a plug-in port on the vehicle to realize a communication function. The battery includes a pin, the pin is inserted into the plug-in port on the vehicle to realize physical connection, and the vehicle battery usually includes a CAN transceiver module. On the basis of realizing physical connection between the vehicle and the battery, the communication function between the battery and the CAN network of the vehicle is realized.

[0004] However, the data transmission effect of the connection mode between the vehicle battery and the CAN network in the above scheme is poor, resulting in poor communication efficiency between the battery and the CAN network of the vehicle. SUMMARY

[0005] Embodiments of the present application provide a battery communication assembly, a battery communication method of a carrier, a battery and a carrier, which can effectively improve the communication efficiency between the battery and the CAN network of the carrier. The technical scheme is as follows:

[0006] On the one hand, a battery communication assembly is provided, which includes a battery communication end module and a plug connector wire harness module; the plug connector wire harness module is bound to a carrier; the battery communication end module is bound to a battery corresponding to the carrier; the battery communication end module includes a CAN physical layer unit, an SBC control unit and a terminal resistance;

[0007] The battery communication end module is connected to the plug connector wire harness module;

[0008] The CAN physical layer unit includes a first pin and a second pin, and the signal lines corresponding to the first pin and the second pin are defined as a low-level signal line and a high-level signal line, respectively; the CAN physical layer unit is connected to the plug connector wire harness module through the signal lines corresponding to the first pin and the second pin; and the CAN physical layer unit supports at least two communication protocols;

[0009] The plug connector wire harness module is connected to the CAN network of the carrier to transmit signals between the CAN physical layer unit and the CAN network of the carrier;

[0010] The terminal resistor comprises a third pin and a fourth pin; the terminal resistor is connected in parallel with the signal lines of the CAN physical layer unit through the signal lines corresponding to the third pin and the fourth pin;

[0011] The SBC control unit comprises a fifth pin, and a signal line corresponding to the fifth pin is defined as a low-level wake-up signal line; the SBC control unit is connected with a battery wake-up circuit of the vehicle through the signal line corresponding to the fifth pin; the battery wake-up circuit is configured to send a low-level wake-up signal to the SBC control unit, and the low-level wake-up signal is configured to wake up the SBC control unit; and the SBC control unit is configured to supply power to the battery communication end module.

[0012] In another aspect, a battery communication method of a vehicle is provided, and the method is used for a battery communication assembly. When the battery communication end module is connected with the adapter wire harness module, the method comprises the following steps:

[0013] supplying power to the battery communication end module by the SBC control unit;

[0014] delivering, by the adapter wire harness module, the low-level wake-up signal sent by the battery wake-up circuit to the SBC control unit;

[0015] delivering, by the adapter wire harness module, signals between the CAN physical layer unit and the CAN network of the vehicle.

[0016] In some embodiments, the CAN physical layer unit supports at least two communication protocols.

[0017] A first switch is further arranged on a signal line corresponding to one of the third pin and the fourth pin, a control pin of the first switch is connected with the CAN physical layer unit, the first switch is configured to control the terminal resistor to be connected in parallel with the CAN physical layer unit or disconnected from the CAN physical layer unit, and an on-off state of the first switch is associated with a currently used communication protocol of the CAN physical layer unit.

[0018] In some embodiments, the adapter wire harness module comprises a wire harness termination adapter.

[0019] The wire harness termination adapter comprises at least five jacks, and the five jacks are respectively connected with the first pin and the second pin of the CAN physical layer unit, the fifth pin of the SBC control unit, and the third pin and the fourth pin of the terminal resistor.

[0020] In some embodiments, the jack circuit corresponding to the high-level signal line in the wiring harness end connector is connected to the jack circuit corresponding to one signal line of the terminal resistor in the wiring harness end connector; the jack circuit corresponding to the low-level signal line in the wiring harness end connector is connected to the jack circuit corresponding to another signal line of the terminal resistor in the wiring harness end connector.

[0021] In some embodiments, the circuit corresponding to the low-level wake-up signal line in the wiring harness end connector includes a second switch;

[0022] The control end of the second switch is connected to the battery wake-up circuit of the vehicle;

[0023] The second switch is configured to close upon receiving a closing signal sent by the battery wake-up circuit, so that the SBC control unit receives the low-level wake-up signal;

[0024] The second switch is further configured to be disconnected upon receiving a disconnection signal sent by the battery wake-up circuit.

[0025] In some embodiments, the CAN physical layer unit includes a transceiver chip; the transceiver chip supports both CAN and CAN FD communication modes.

[0026] In some embodiments, the battery communication assembly further includes an analog front end unit, an integrated circuit unit, a battery unit, and a microcontroller unit;

[0027] The microcontroller unit is connected to the analog front end unit, the integrated circuit unit and the battery communication terminal module;

[0028] The battery unit is connected to the analog front end unit;

[0029] The microcontroller unit is used to perform calculations and processing on the transmission data of the carrier network;

[0030] The analog front-end unit is used to process the analog signal of the battery;

[0031] The integrated circuit unit is used to regulate the voltage of the battery.

[0032] In yet another aspect, a battery is provided, comprising the battery communication component.

[0033] On the other hand, a vehicle is provided, wherein the battery is installed in the vehicle, and the battery includes the battery communication component.

[0034] The technical solution provided by this application may have the following beneficial effects:

[0035] In an embodiment of the present application, the battery communication terminal module in the battery communication component includes multiple pins. When the battery communication terminal module is connected to the connector harness module, the battery communication function of the vehicle can be realized. The battery communication terminal module includes a terminal resistor. The terminal resistor is connected in parallel with the CAN physical layer unit through a high-level signal line and a low-level signal line. It can match the characteristic impedance of these two signal transmission lines (high-level signal line and low-level signal line), which helps to reduce signal reflection and waveform distortion during the communication process, ensure the transmission quality of the signal, and thus effectively improve the communication effect.

[0036] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0038] Figure 1 This is a schematic structural diagram of a battery communication assembly according to an embodiment of the present application;

[0039] Figure 2 This is a schematic diagram of a first switch connection involved in an embodiment of the present application;

[0040] Figure 3 This is a structural diagram of a connector wiring harness module according to an embodiment of the present application;

[0041] Figure 4 This is a schematic diagram of the connection structure of a low-level wake-up signal line involved in an embodiment of the present application;

[0042] Figure 5 This is a schematic structural diagram of a battery communication assembly according to an embodiment of the present application;

[0043] Figure 6 is a flow chart of a battery communication method for a vehicle according to an exemplary embodiment of the present application;

[0044] Figure 7 This is a schematic diagram of the interface between a low-voltage lithium battery communication port and a wiring harness end connector according to one embodiment of the present application;

[0045] Figure 8 This is a circuit diagram of a low-voltage lithium battery communication terminal and a wiring harness terminal connector according to an embodiment of the present application;

[0046] Figure 9 This is a block diagram of a low-voltage lithium battery CAN transceiver module and a vehicle network system involved in an embodiment of the present application. DETAILED DESCRIPTION

[0047] Exemplary embodiments will be described in detail herein, with examples illustrated in the accompanying drawings. In the following description, when referring to the drawings, identical numerals in different figures represent identical or similar elements, unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all embodiments consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.

[0048] To facilitate understanding, some concepts involved in this application are explained below.

[0049] 1) Wire harness end connector

[0050] Harness end connectors are used to connect plugs or sockets in electrical wiring harnesses. In automotive electronic systems, harness end connectors are commonly found at the connection points of various sensors, control units, electric devices, and other components. They provide a safe and reliable electrical connection, ensuring stable signal transmission and power supply.

[0051] 2) Pin

[0052] Pins are metal or alloy pins on electronic devices or components used to connect circuits. In electronics, pins can transmit current, signals, or data. They mate with the contacts of a connector or socket to connect different components on a circuit board or to other devices.

[0053] 3) Terminal resistance

[0054] A terminal resistor is a resistor installed at the end (terminal) of an electrical signal transmission line. Its function is to adjust the impedance of the signal to ensure correct signal transmission in the transmission line and minimize reflections.

[0055] 4) Signal line

[0056] Signal lines refer to the wires or cables used to transmit signals in electronic or electrical systems. These signals can be various forms of electrical signals, such as analog signals or digital signals, and are used to transmit information between devices, sensors, controllers, etc.

[0057] 5) Low-voltage lithium battery

[0058] Low-voltage lithium batteries are lithium-ion batteries with relatively low operating voltage. Usually, the rated voltage of low-voltage lithium batteries is 12.8V, and the operating voltage range is 9V-16V.

[0059] Please refer to Figure 1 , Figure 1 This is a schematic diagram of the structure of a battery communication component involved in one embodiment of the present application. Figure 1As shown, the battery communication assembly 100 includes a battery communication terminal module 100a and a connector harness module 100b; the connector harness module 100b is bound to a vehicle 120; the battery communication terminal module 100a is bound to a battery 110 corresponding to the vehicle 120; the battery communication terminal module 100a includes a CAN physical layer unit 101, an SBC (Single Board Computer) control unit 103, and a terminal resistor 102;

[0060] The battery communication terminal module 100a is connected to the socket of the connector harness module 100b through its own pins;

[0061] The CAN physical layer unit 101 includes a first pin and a second pin. The signal lines corresponding to the first pin and the second pin are defined as a low-level signal line 1a and a high-level signal line 1b, respectively. The CAN physical layer unit 101 is connected to the connector harness module 100b via the signal lines corresponding to the first pin and the second pin. The CAN physical layer unit 101 supports at least two communication protocols.

[0062] The connector harness module 100 b is connected to the CAN network 120 a of the vehicle 120 and is used to transmit signals between the CAN physical layer unit 101 and the CAN network 120 a of the vehicle 120 ;

[0063] The terminal resistor 102 includes a third pin and a fourth pin; the terminal resistor 102 is connected in parallel with the signal line of the CAN physical layer unit 101 through the signal line 2a and the signal line 2b corresponding to the third pin and the fourth pin;

[0064] The SBC control unit 103 includes a fifth pin, and the signal line corresponding to the fifth pin is defined as a low-level wake-up signal line 3a. The SBC control unit 103 is connected to the battery wake-up circuit 120b of the vehicle 120 via the signal line corresponding to the fifth pin. The battery wake-up circuit 120b is used to send a low-level wake-up signal to the SBC control unit 103, and the low-level wake-up signal is used to wake up the SBC control unit 103. The SBC control unit 103 is used to power the battery communication terminal module 100a.

[0065] The above-mentioned vehicles include but are not limited to: any one of land vehicles (such as cars, bicycles, trucks), water vehicles (such as ships, vessels), air vehicles (such as airplanes, helicopters), and rail vehicles (such as trains, trams).

[0066] Among them, the above-mentioned low-level signal line 1a and the above-mentioned high-level signal line 1b can transmit different levels during the communication process. The low-level signal line 1a is usually used to transmit signals of lower levels (such as 0V to 1.5V), and the high-level signal line 1b is usually used to transmit signals of higher levels (such as 2.5V to 3.5V).

[0067] The low-level wake-up signal line 3 a can receive a wake-up signal sent by the battery wake-up circuit 120 b and wake up the SBC control unit 103 after receiving the wake-up signal.

[0068] Among them, the type of the above-mentioned battery 110 is the battery type corresponding to the vehicle 120. For example, if the vehicle 120 is a vehicle, then the battery 110 is an on-board battery adapted to the vehicle, such as a power battery or an on-board low-voltage battery.

[0069] Among them, the above-mentioned battery wake-up circuit 120b can be a circuit connected to an electronic component at a specific position on the vehicle 120. The electronic component can receive data corresponding to it (for example, when the electronic component is a pressure sensor, it can receive externally applied pressure), and when the data meets specified conditions, the control system of the vehicle 120 responds to the received data meeting the specified conditions and sends a low-level wake-up signal to the battery wake-up circuit 120b. The battery wake-up circuit 120b sends the low-level wake-up signal to the low-level wake-up signal line 3a, and the low-level wake-up signal line 3a wakes up the battery after receiving the wake-up signal.

[0070] For example, the carrier 120 is a vehicle, the electronic component is a sensor, and the battery wake-up circuit 120b can be connected to the sensor in the door handle of the vehicle. When external pressure is applied to the sensor (for example, when a person touches the door handle), the sensor in the door handle will receive pressure data. In response to receiving a certain degree of pressure, the vehicle control system sends a low-level wake-up signal to the battery wake-up circuit 120b in the vehicle.

[0071] Among them, the above-mentioned CAN network is a controller local area network that supports a serial communication protocol. In an embodiment of the present application, the connector harness module 100b can be connected to the CAN network inside the vehicle 120 through the CAN protocol to transmit the signal in the CAN physical layer unit 101. The CAN network can be used for data exchange and control signal transmission between sensors, control units and other electronic components inside the vehicle.

[0072] In the embodiment of the present application, the terminal resistor 102 is connected in parallel with the CAN physical layer unit 101 via the signal line 2a, the signal line 2b, the low-level signal line 1a, and the high-level signal line 1b. In some embodiments, the terminal resistor 102 and the CAN physical layer unit 101 can be connected in parallel by connecting the signal line 2a to the low-level signal line 1a and the signal line 2b to the high-level signal line 1b; or they can be connected in parallel by connecting the signal line 2a to the high-level signal line 1b and the signal line 2b to the low-level signal line 1a. When the terminal resistor 102 is connected in parallel with the CAN physical layer unit 101 via the corresponding two signal lines, the transmission states of the two groups of signal lines do not affect each other.

[0073] In the embodiment of the present application, the information carried by the signal transmitted in the above-mentioned signal line includes but is not limited to any of the following:

[0074] 1) Status information: battery voltage, current, temperature and other status information.

[0075] 2) Fault codes and warning messages: If the CAN network 120a or the CAN physical layer unit 101 detects any fault or abnormality, corresponding fault codes and warning messages will be generated so that other systems of the vehicle 120 (such as the on-board diagnostic system) can detect and respond.

[0076] 3) Charging and discharging control signals: If the vehicle’s battery system supports intelligent charging and discharging management, control signals will be sent via the CAN bus to regulate the battery’s charging and discharging process, as well as to optimize the battery’s life and performance.

[0077] 4) Energy management information: This includes information such as the battery's available energy and remaining capacity estimation, which is used by vehicle users and vehicle systems to manage energy and optimize driving.

[0078] 5) Data Reporting and Logs: Advanced vehicle battery systems will periodically send data reports or record logs for analysis and diagnosis of battery usage and health status.

[0079] In the embodiment of the present application, the battery communication terminal module 100a includes multiple pins, each pin is defined as a signal line with different functions, and different components in the battery communication terminal module 100a can transmit signals through the corresponding defined signal lines to achieve different functions.

[0080] It should be noted that in the embodiment of the present application, the above-mentioned connector harness module 100b can be a component module built into the vehicle, or it can be an independent component module / hardware component, which is bound to the vehicle 120 through wired or wireless means.

[0081] In an embodiment of the present application, the battery communication terminal module 100a in the battery communication component 100 includes multiple pins. When the battery communication terminal module 100a is connected to the connector harness module 100b, the battery communication function of the vehicle can be realized. The battery communication terminal module 100a includes a terminal resistor 102. The terminal resistor 102 is connected in parallel with the CAN physical layer unit 101 through the high-level signal line 1b and the low-level signal line 1a. It can match the characteristic impedance of these two signal transmission lines (low-level signal line 1a and high-level signal line 1b), which helps to reduce signal reflection and waveform distortion during the communication process, ensure the transmission quality of the signal, and thus effectively improve the communication effect.

[0082] Please refer to Figure 2 , Figure 2 This is a schematic diagram of the first switch connection involved in one embodiment of the present application. Figure 2 As shown, the CAN physical layer unit 101 supports at least two communication protocols;

[0083] A first switch 22 is further provided on the signal line corresponding to one of the third pin and the fourth pin, and a control pin of the first switch 22 is connected to the CAN physical layer unit 101; the first switch 22 is used to control the terminal resistor 102 to be connected in parallel or disconnected from the CAN physical layer unit 101; the on-off state of the first switch 22 is associated with the communication protocol currently used by the CAN physical layer unit 101.

[0084] In the embodiment of the present application, the first switch 22 can be provided in the battery communication terminal module 100a, for example, on any signal line corresponding to the pin of the terminal resistor 102; or it can be provided in the circuit of any signal line corresponding to the connector wiring harness module 100b. When the first switch 22 is provided in the battery communication terminal module 100a, the first switch 22 can be controlled by a signal sent by the CAN physical layer unit 101; when the first switch 22 is provided in the connector wiring harness module 100b, the first switch 22 can be controlled by a signal sent by the CAN network 120a.

[0085] In other embodiments, the terminal resistor 102 may be a variable resistor 102, and a control pin of the variable resistor 102 is connected to the CAN physical layer unit 101. The CAN physical layer unit 101 may adjust the resistance value of the resistor according to the communication protocol currently used by the CAN network. For example, when the communication protocol is CAN, the variable resistor 102 may be set to 120 ohms to ensure impedance matching of the bus, thereby minimizing signal reflections and interference on the transmission line. When the communication protocol is CAN FD, since CAN FD supports higher data transmission rates, a lower bus impedance is required on the signal transmission line. The variable resistor 102 may be adjusted to 60 ohms or lower to accommodate higher frequency signal transmission requirements.

[0086] In an embodiment of the present application, two methods of controlling the terminal resistance are expanded. Based on the first switch or variable resistor, the terminal resistance can be flexibly connected in parallel according to the communication protocol currently corresponding to the battery communication component, which is beneficial to the compatibility of the network topology between the entire vehicle and the battery.

[0087] Please refer to Figure 3 , Figure 3 This is a structural diagram of a connector harness module involved in an embodiment of the present application. The connector harness module 100b includes a harness end connector 200; the harness end connector 200 includes at least five jacks; the five jacks are respectively connected to the first and second pins of the CAN physical layer unit 101, the fifth pin of the SBC control unit 103, and the third and fourth pins of the terminal resistor 102.

[0088] Optionally, the wiring harness end connector 200 further includes at least one reserved socket.

[0089] For example, in an embodiment of the present application, the wiring harness terminal connector 200 has six jacks (jack 20, jack 21, jack 22, jack 23, jack 24, and jack 25), five of which match the five pins in the battery communication terminal module 100a respectively, and each of the five jacks can only insert one pin. There is also a jack 25 in the wiring harness terminal connector 200 that is a reserved jack. The reserved jack can be a jack reserved for extended functions or custom functions in the wiring harness terminal connector 200.

[0090] like Figure 3As shown, the jack 20 and the jack 21 in the harness terminal connector 200 can be connected to the first pin and the second pin of the CAN physical layer unit 101 respectively, the jack 20 matches the low-level signal line 1a corresponding to the first pin, and the jack 21 matches the high-level signal line 1b corresponding to the second pin; the jack 22 and the jack 23 can be connected to the third pin and the fourth pin of the terminal resistor 102 respectively, the jack 22 matches the signal line 2a corresponding to the third pin, and the jack 23 matches the signal line 2b corresponding to the fourth pin; the jack 24 can be connected to the fifth pin of the SBC control unit 103, and the jack 24 can match the low-level wake-up signal line 3a corresponding to the fifth pin. The jack 25 in the harness terminal connector 200 can be used as a reserved jack for testing / debugging of the battery communication component 100, or as a backup jack when other jacks fail.

[0091] In an embodiment of the present application, the wiring harness end connector 200 is bound to the vehicle 120, and each jack in the wiring harness end connector 200 is connected to a pin in the battery communication end module 100a and matches a signal line. The signal line transmits the communication signal sent by the battery communication end module 100a to the connector wiring harness module 100b.

[0092] In an embodiment of the present application, the wiring harness end connector 200 includes multiple jacks, and different jacks are connected to signal lines with different functions in the battery communication end module 100a. After the different jacks in the wiring harness end connector 200 are connected to signal lines with different functions in the battery communication end module 100a, the wiring harness end connector 200 can receive different signals and transmit the signals to the CAN network. By connecting different jacks with corresponding pins, the functions of different signal lines can be realized, thereby ensuring the transmission quality of the signal and improving the communication effect of the battery communication component.

[0093] In some embodiments, the jack circuit corresponding to the high-level signal line 1b in the harness terminal connector 200 is connected to the jack circuit corresponding to one signal line of the terminal resistor 102 in the harness terminal connector 200; the jack circuit corresponding to the low-level signal line 1a in the harness terminal connector 200 is connected to the jack circuit corresponding to another signal line of the terminal resistor 102 in the harness terminal connector 200.

[0094] In an embodiment of the present application, the terminal resistor 102 can improve the anti-interference ability of the battery communication component 100 during the communication process by being connected in parallel with the CAN physical layer unit 101, reduce the low-energy signal in the high-level signal line 1b, and after the terminal resistor 102 is connected to the CAN physical layer unit 101, it can reduce the reflected energy, thereby improving the communication efficiency of the CAN network.

[0095] Please refer to Figure 4 , Figure 4This is a schematic diagram of the connection structure of a low-level wake-up signal line involved in an embodiment of the present application. The circuit corresponding to the low-level wake-up signal line in the harness end connector 200 includes a second switch 41; the control end 42 of the second switch 41 is connected to the battery wake-up circuit 120b of the vehicle 120; the second switch 41 is used to close when receiving a closing signal sent by the battery wake-up circuit 120b, so that the SBC control unit 103 receives the low-level wake-up signal; the second switch 41 is also used to disconnect when receiving a disconnect signal sent by the battery wake-up circuit 120b.

[0096] In an embodiment of the present application, the control end 42 of the second switch 41 is connected to the battery wake-up circuit 120b of the vehicle 120, and the other two ports of the second switch 41 except the control end 42 are respectively connected to the battery wake-up circuit 120b and the low-level wake-up signal line in the wiring harness end connector 200; for example, the second switch 41 is a metal-oxide-semiconductor field-effect transistor (MOSFET), also known as a MOS tube, and the gate of the MOS tube (i.e., the control end 42) is connected to the battery wake-up circuit 120b, and the source and drain of the MOS tube are respectively connected to the battery wake-up circuit 120b and the low-level wake-up signal line in the wiring harness end connector 200; for another example, the second switch 41 can be a relay or a micro switch, such as a tailgate switch.

[0097] The battery wake-up circuit 120b can send a switch signal to the control terminal 42, and the control terminal 42 controls the second switch 41 to open / close according to the content indicated by the switch signal (open / closed); when the switch signal indicates closed, the control terminal 42 controls the second switch 41 to close, and the battery wake-up circuit 120b can send a low-level wake-up signal to the wiring harness end connector 200. The wiring harness end connector 200 sends the low-level wake-up signal to the SBC control unit 103 through the low-level wake-up signal line 3a. After receiving the low-level wake-up signal, the SBC control unit 103 wakes up the battery.

[0098] For example, if the vehicle 120 is a vehicle, the battery wake-up circuit 120b can be connected to a vehicle sensor or physical button. In response to the vehicle sensor receiving a certain degree of pressure, or in response to receiving a designated operation on the physical button (such as a long press), the CAN network 120a sends a switch signal (open / close) to the battery wake-up circuit 120b. The battery wake-up circuit 120b then sends the switch signal to the control terminal 42 of the second switch 41. Upon receiving the close / open signal, the control terminal 42 controls the second switch 41 to close / open. When the second switch 41 is open, the SBC control unit 103 cannot wake up the battery. However, when the second switch 41 is closed, the SBC control unit 103 can wake up the battery. For example, when the vehicle 120 sensor receives pressure for a specified period of time, the battery wake-up circuit 120b sends a close signal to the control terminal 42 and a low-level wake-up signal to the SBC control unit 103. Upon receiving the close signal, the control terminal 42 controls the second switch 41 to close. Upon receiving the low-level wake-up signal, the SBC control unit 103 wakes up the battery.

[0099] The closing signal may be a low-level signal (eg, 0V), the opening signal may be a high-level signal (eg, 5V), and the closing / opening signal may also be a digital signal or a pulse signal.

[0100] It should be noted that, in the embodiment of the present application, the control end 42 may be an electronic component other than the SBC control unit 103 and the second switch 41 , or may be a part of the second switch 41 .

[0101] In an embodiment of the present application, by designing the connection between the battery wake-up circuit 120b and the control end 42 and the harness end connector 200, the battery communication component 100 can be effectively controlled to wake up the battery, and the CAN network 120a can control whether the vehicle 120 enters a low power consumption mode according to different situations, thereby saving the cost of battery communication and improving the efficiency of battery communication.

[0102] In some embodiments, the CAN physical layer unit 101 includes a transceiver chip; the transceiver chip supports both CAN and CAN FD communication modes.

[0103] The aforementioned CAN (Controller Area Network) is a traditional CAN communication protocol, typically supporting a maximum communication rate of 1 Mbps. The CAN protocol is primarily used in vehicle networks, industrial control, and other fields, and is known for its reliability and real-time performance. The CAN standard frame uses a traditional 11-bit identifier.

[0104] Among them, the above-mentioned CAN FD (Flexible Data Rate): CAN FD is an extension of the traditional CAN protocol, supporting higher data transmission rates and flexible data frame formats. CAN FD can support a communication rate of up to 8 Mbps and is suitable for application scenarios that require higher bandwidth, such as high-speed data transmission between automotive ECUs (Electronic Control Units). CAN FD supports larger data payloads and shorter frame intervals, improving the efficiency and flexibility of data transmission.

[0105] In the embodiment of the present application, the transceiver chip in the CAN physical layer unit 101 supports the CAN communication protocol, under which the communication rate range is generally from several thousand bits per second (kbps) to 1 Mbps; the transceiver chip also supports the CAN FD communication protocol, which supports a wider range of rates, from several hundred kbps to 8 Mbps.

[0106] In the embodiment of the present application, during the application process of the battery communication component 100, for applications requiring high-speed data transmission and larger data frames, such as sensor data processing in modern automotive electronic systems, the CAN FD communication mode can be selected. For applications requiring higher real-time performance and lower data bandwidth requirements, the traditional CAN communication mode can be used.

[0107] In the embodiment of the present application, the transceiver chip in the CAN physical layer unit 101 can support multiple communication modes (including the CAN protocol and the CAN FD protocol), that is, it is compatible with the high-speed data transmission of CAN FD communication on the basis of CAN communication, so that the battery communication component where the CAN physical layer unit 101 is located has higher flexibility and scalability during the application process, and different communication modes can be selected according to the needs of specific applications, which can effectively ensure the efficiency of the battery communication component during use.

[0108] Please refer to Figure 5 , Figure 5 1 is a schematic structural diagram of a battery communication assembly according to an embodiment of the present application. The battery communication assembly 100 further includes an analog front-end unit 52, an integrated circuit unit 53, a battery unit 51, and a microcontroller unit 55.

[0109] The microcontroller unit 55 is connected to the analog front-end unit 52, the integrated circuit unit 53 and the battery communication terminal module 100a; the battery unit 51 is connected to the analog front-end unit 52; the microcontroller unit 55 can be used to calculate and process the transmission data of the vehicle network; the analog front-end unit 52 can be used to process the analog signal of the battery; the integrated circuit unit 53 can be used to adjust the voltage of the battery; the battery unit 51 is used to release or store the electrical energy in the battery.

[0110] In an embodiment of the present application, the microcontroller unit 55 has analog input / output pins (such as ADC and DAC), which can be connected to the analog front-end unit 52 through the pins; the microcontroller unit 55 can communicate with the integrated circuit unit 53 (such as chip, peripheral, etc.) through a digital interface (such as UART, SPI, I2C, etc.); the microcontroller unit 55 can use a dedicated communication interface (such as CAN bus, LIN bus) to connect to the battery communication terminal module 100a.

[0111] In an embodiment of the present application, the battery communication component 100 includes multiple component units. Through the synergistic effect of multiple unit components, the stability and safety of the entire battery communication system can be enhanced, problems such as battery overcharging, over-discharging, and overheating can be avoided, potential safety risks can be reduced, and the safety and reliability of the battery communication component during use can be ensured.

[0112] Please refer to Figure 6 , which shows a flow chart of a battery communication method for a vehicle according to an exemplary embodiment of the present application, such as Figure 6 As shown, the method can be used for a battery communication component 100, which can be as shown in FIG. Figure 2 as well as Figure 5 When the battery communication terminal module 100a is connected to the connector wiring harness module 100b, the method may include the following steps:

[0113] Step 610: Supply power to the battery communication terminal module via the SBC control unit.

[0114] In the embodiment of the present application, the SBC control unit supplies power to the battery communication terminal module, which can ensure the normal operation of the battery communication terminal module, effectively and centrally manage the charging and discharging process of the battery, and ensure the safety and life of the battery.

[0115] Step 620: The low-level wake-up signal sent by the battery wake-up circuit is transmitted to the SBC control unit through the connector harness module.

[0116] Step 630: Transmit signals between the CAN physical layer unit and the vehicle's CAN network through the connector harness module.

[0117] In an embodiment of the present application, data exchange between the battery communication terminal module and other parts of the vehicle can be achieved through the connector wiring harness module and the CAN physical layer unit. Since the CAN FD communication protocol has high bandwidth and flexibility, it is suitable for real-time transmission of large amounts of data, such as battery status, current, temperature and other information, which helps to record and optimize the performance of the vehicle in real time.

[0118] In the embodiment of the present application, communication based on the SBC control unit, the connector wiring harness module and the CAN FD communication protocol can effectively realize communication data exchange, thereby improving communication efficiency.

[0119] In some embodiments, the circuit corresponding to the low-level wake-up signal line in the harness end connector includes a switch, and when the switch is closed, the SBC control unit receives the low-level wake-up signal.

[0120] In an embodiment of the present application, the battery communication terminal module 100a in the battery communication component 100 includes multiple pins. When the battery communication terminal module 100a is connected to the connector harness module 100b, the battery communication function of the vehicle can be realized. The battery communication terminal module 100a includes a terminal resistor 102. The terminal resistor 102 is connected in parallel with the CAN physical layer unit 101 through the high-level signal line 1b and the low-level signal line 1a. It can match the characteristic impedance of these two signal transmission lines (low-level signal line 1a and high-level signal line 1b), which helps to reduce signal reflection and waveform distortion during the communication process, ensure the transmission quality of the signal, and thus effectively improve the communication effect.

[0121] Taking the above-mentioned vehicle 120 as a car and the battery 110 as a low-voltage lithium battery as an example, this application embodiment provides a communication method for a low-voltage lithium battery platform for a car.

[0122] This application embodiment defines the connector PIN pins and designs the wiring harness end plug-in circuit for the low-voltage lithium battery communication port of the vehicle, and selects a high-performance CAN transceiver chip to make the low-voltage lithium battery communication better compatible with the vehicle network topology, greatly improving the data transmission rate and transmission volume between the lithium battery and the vehicle's electronic components, which can effectively enhance the user's car experience, and can also ensure the continuous and stable power supply of safety loads, thereby improving the safety performance of the vehicle.

[0123] In order to achieve the above-mentioned purpose of vehicle network compatibility, the PIN pin in the lithium battery communication port is defined in the first part of this application embodiment.

[0124] Please refer to Figure 7 , Figure 7A schematic diagram of a low-voltage lithium battery communication port (corresponding to the battery communication terminal module 100a) and a wiring harness end connector interface (corresponding to the wiring harness connector module 100b) according to an embodiment of the present application is shown. Figure 7 Part (a) shows the view direction of the lithium battery communication end of the connector. Figure 7 Part (b) shows the view direction of the connector harness end. The connector lithium battery communication end has six pins that are connected to the six jacks on the connector harness end.

[0125] Please refer to Figure 8 , Figure 8 A circuit diagram of a low-voltage lithium battery communication terminal and a wiring harness terminal plug-in terminal according to an embodiment of the present application is shown. Figure 8 As shown in part (a), the low-voltage lithium battery communication terminal includes a CAN bus (corresponding to the above-mentioned CAN physical layer unit 101) and a terminal resistor (corresponding to the above-mentioned terminal resistor 102), and the low-voltage lithium battery communication terminal has five pins, each pin corresponding to a circuit; Figure 8 As shown in part (b), there are six sockets on the wiring harness plug-in end, five of which correspond to Figure 8 There are five pins in part (a) and one reserved jack.

[0126] The first pin of the low-voltage lithium battery communication port is defined as a low-level line (corresponding to the low-level signal line 1a mentioned above), the second pin is defined as a high-level line (corresponding to the high-level signal line 1b mentioned above), the third pin (corresponding to the signal line 2a mentioned above) and the fourth pin (corresponding to the signal line 2b mentioned above) are defined as signal lines corresponding to the terminal resistors, the fifth pin (corresponding to the low-level wake-up signal line 3a mentioned above) is defined as a low-voltage wake-up signal, and the sixth pin is reserved. The terminal resistors in the CAN bus help improve the anti-interference capability of data transmission and suppress signal reflections. Therefore, if a node on the CAN bus stops sending data frames, the terminal resistors can suppress the reflected signals on the CAN bus, allowing the CAN bus to accurately detect that it is currently idle, ensuring that the CAN bus quickly enters the stealth state and improving signal quality.

[0127] The aforementioned stealth state refers to a state in which all nodes on the CAN bus stop sending data frames. A node is any device or system connected to the CAN bus. Each node has a unique address and is capable of sending and receiving data frames. When the CAN bus is in stealth state, nodes on the CAN bus stop sending data frames but can still monitor data transmissions on the CAN bus, allowing them to respond or take other actions at any time, thereby improving the efficiency and reliability of the CAN bus in performing its tasks.

[0128] like Figure 8As shown in part (b), it shows a schematic diagram of the wiring harness plug-in end circuit, connecting the terminal resistors connected to the third pin port and the fourth pin port in parallel to the CAN bus to improve the compatibility of low-voltage lithium battery communication and the vehicle network topology.

[0129] Five of the six plug-ins in the low-voltage lithium battery communication port are used. These include a low-level line, a high-level line, a terminal resistor, and a low-level wake-up signal line. The terminal resistors are located at positions 3 and 4 on the plug-in. On the other hand, one of the six jacks on the wiring harness side is used. The circuits corresponding to pins 1 and 2 are connected to the bus. The wire ends of pins 1 and 3 are spliced ​​together, and the wire ends of pins 2 and 4 are spliced ​​together. Pin 5 is used to transmit a low-level wake-up signal.

[0130] The key idea behind this design is to connect a 120 Ω terminal resistor in parallel with the CAN line, enabling the selection of terminal resistors based on the vehicle's network topology and the lithium-ion battery's communication needs. This parallel connection facilitates compatibility between the vehicle and lithium-ion battery network topologies. If the vehicle requires a terminal resistor for the lithium-ion battery to improve communication quality, pins 3 and 4 remain connected to the CAN line. If the vehicle does not require a terminal resistor for cost savings, the connection between pins 3 and 4 can be disconnected, leaving them independent of the CAN line.

[0131] In order to achieve the purpose of high-efficiency transmission of low-voltage lithium battery communication, the embodiment of the present application provides a high-efficiency CAN transceiver chip, please refer to Figure 9 , Figure 9 The figure shows a block diagram of a low-voltage lithium battery CAN transceiver module and a vehicle network system according to an embodiment of the present application. Figure 9 shown.

[0132] The system block diagram includes the low-voltage lithium-ion battery cell module, the AFE (Analog Front End) signal acquisition module, the microcontroller module, the integrated circuit module, the power module, the CAN transceiver module, and the overall vehicle network topology and communication relationship with the lithium-ion battery. The CAN transceiver module's physical layer utilizes a high-performance chip with both CAN and CANFD communication modes, which can be switched according to user preferences, greatly facilitating interconnection with the vehicle network.

[0133] In order to achieve the purpose of high-efficiency transmission of low-voltage lithium battery communication, the second part of this application embodiment provides a high-performance CAN transceiver chip, a low-voltage lithium battery CAN transceiver module and a vehicle network system block diagram as shown in the figure. Figure 3 shown.

[0134] The communication between the low-voltage lithium battery and the entire vehicle network is as follows: the AFE acquisition module cooperates with the integrated circuit module to sample the voltage, current, temperature and total pressure of the battery cell, and the transmitted data is calculated and processed by the microcontroller module. It maintains connection with the SBC power module and CAN transceiver module through SPI (Serial Peripheral Interface) and CAN bus. The CAN transceiver module compatible with CAN and CAN FD communications is interconnected with the entire vehicle network topology through the CAN line, ultimately achieving the purpose of communication between the low-voltage lithium battery and the entire vehicle network topology.

[0135] In the embodiment of the present application, by defining the pins in the communication port of the low-voltage lithium battery of the car and designing the wiring harness end plug-in circuit, the CAN line is connected to the terminal resistor, which can improve the compatibility of the network topology and realize platform development; using a high-performance CAN transceiver chip, it is compatible with the high-speed data transmission of CAN FD communication on the basis of CAN communication, ensuring the power supply of safety loads in the vehicle and improving the safety performance of the entire vehicle.

[0136] The solution shown in the above embodiment of the present application can be applied to batteries. Specifically, the present application also provides a battery, which includes at least one as described above. Figures 1 to 5 Any of the battery communication components shown.

[0137] The present application also provides a vehicle in which a battery is installed. The battery includes at least one Figure 5 Any of the battery communication components shown.

[0138] Those skilled in the art will understand that all or part of the steps to implement the above embodiments may be accomplished by hardware, or by a program to instruct the relevant hardware, and the program may be stored in a computer-readable storage medium, which may be a read-only memory, a disk, or an optical disk, etc.

[0139] The above description is merely an optional embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present application shall be included in the scope of protection of the present application.

Claims

1. A battery communication component, characterized in that: The battery communication assembly includes a battery communication terminal module and a connector wiring harness module; the connector wiring harness module is bound to the vehicle; the battery communication terminal module is bound to the battery corresponding to the vehicle; the battery communication terminal module includes a CAN physical layer unit, an SBC control unit and a terminal resistor; The battery communication terminal module is connected to the connector harness module; The CAN physical layer unit includes a first pin and a second pin, and the signal lines corresponding to the first pin and the second pin are defined as a low-level signal line and a high-level signal line, respectively; the CAN physical layer unit is connected to the connector wiring harness module via the signal lines corresponding to the first pin and the second pin; the CAN physical layer unit supports at least two communication protocols; a first switch is further provided on the signal line corresponding to one of the third pin and the fourth pin, and a control pin of the first switch is connected to the CAN physical layer unit; the first switch is used to control the terminal resistor to be connected in parallel or disconnected from the parallel connection with the CAN physical layer unit; the on-off state of the first switch is associated with the communication protocol currently used by the CAN physical layer unit; The connector harness module is connected to the CAN network of the vehicle and is used to transmit signals between the CAN physical layer unit and the CAN network of the vehicle; The terminal resistor includes a third pin and a fourth pin; the terminal resistor is connected in parallel with the signal line of the CAN physical layer unit through the signal lines corresponding to the third pin and the fourth pin; The SBC control unit includes a fifth pin, and the signal line corresponding to the fifth pin is defined as a low-level wake-up signal line; the SBC control unit is connected to the battery wake-up circuit of the vehicle through the signal line corresponding to the fifth pin; the battery wake-up circuit is used to send a low-level wake-up signal to the SBC control unit, and the low-level wake-up signal is used to wake up the SBC control unit; the SBC control unit is used to power the battery communication end module.

2. The battery communication assembly according to claim 1, characterized in that: The connector harness module includes a harness end connector; The harness terminal connector includes at least five jacks; the five jacks are respectively connected to the first pin and the second pin of the CAN physical layer unit, the fifth pin of the SBC control unit, and the third pin and the fourth pin of the terminal resistor.

3. The battery communication assembly according to claim 2, characterized in that: The jack circuit corresponding to the high-level signal line in the wiring harness end connector is connected to the jack circuit corresponding to one signal line of the terminal resistor in the wiring harness end connector; the jack circuit corresponding to the low-level signal line in the wiring harness end connector is connected to the jack circuit corresponding to another signal line of the terminal resistor in the wiring harness end connector.

4. The battery communication assembly according to claim 1, characterized in that: The circuit corresponding to the low-level wake-up signal line in the wiring harness end connector includes a second switch; The control end of the second switch is connected to the battery wake-up circuit of the vehicle; The second switch is configured to close upon receiving a closing signal sent by the battery wake-up circuit, so that the SBC control unit receives the low-level wake-up signal; The second switch is further configured to be disconnected upon receiving a disconnection signal sent by the battery wake-up circuit.

5. The battery communication assembly according to claim 1, characterized in that: The CAN physical layer unit includes a transceiver chip; the transceiver chip supports two communication modes: CAN and CAN FD.

6. The battery communication assembly according to claim 1, characterized in that: The battery communication component also includes an analog front-end unit, an integrated circuit unit, a battery unit and a microcontroller unit; The microcontroller unit is connected to the analog front end unit, the integrated circuit unit and the battery communication terminal module; The battery unit is connected to the analog front end unit; The microcontroller unit is used to perform calculations and processing on the transmission data of the carrier network; The analog front-end unit is used to process the analog signal of the battery; The integrated circuit unit is used to regulate the voltage of the battery.

7. A battery communication method for a vehicle, characterized in that: The method is used for the battery communication assembly according to any one of claims 1 to 6, and when the battery communication terminal module is connected to the connector harness module, the method comprises: Supplying power to the battery communication terminal module via the SBC control unit; transmitting the low-level wake-up signal sent by the battery wake-up circuit to the SBC control unit through the connector harness module; Signals between the CAN physical layer unit and the vehicle's CAN network are transmitted through the connector harness module.

8. A battery, characterized in that: The battery includes: a battery communication component as claimed in any one of claims 1 to 6.

9. A vehicle, characterized in that: A battery is installed in the carrier, and the battery includes the battery communication component according to any one of claims 1 to 6.

Images