surveillance system

Abstract

A monitoring system capable of appropriately detecting abnormalities in on-board equipment is provided. [Solution] The monitoring system 100 includes an acceleration sensor GS as a physical quantity detection unit that detects a physical quantity that changes due to an external force applied to a vehicle V, and a monitoring unit 110 that monitors on-board equipment. The on-board equipment is a power storage unit BU that includes multiple battery cells C. The monitoring unit 110 receives the sensor output of the acceleration sensor GS and monitors the state of the power storage unit BU in accordance with the sensor output.

Description

[Technical Field]

[0001] The present disclosure relates to surveillance systems. [Background technology]

[0002] BACKGROUND ART Conventionally, a collision sensor installed inside a vehicle bumper is known that includes a hollow, flexibly deformable tube and a pressure sensor that detects changes in air pressure inside the tube (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Special Publication No. 2014-505629 Summary of the Invention [Problem to be solved by the invention]

[0004] The present inventors have been studying a monitoring system for monitoring abnormalities in vehicle-mounted devices, but have found that there is still room for improvement.

[0005] An object of the present disclosure is to provide a monitoring system that can appropriately detect abnormalities in on-board devices. [Means for solving the problem]

[0006] According to one aspect of the present disclosure, The monitoring system is a physical quantity detection unit (GS) that detects a physical quantity that changes due to an external force applied to a vehicle (V); A monitoring unit (110) for monitoring the in-vehicle device (BP), The in-vehicle device is a power storage unit (BU) including a plurality of battery cells (C), The monitoring unit receives the sensor output of the physical quantity detection unit and monitors the state of the power storage unit in accordance with the sensor output.

[0007] In this way, if the physical quantities that change due to external forces acting on the vehicle are input to a monitoring unit that monitors the on-board equipment, it becomes possible to properly detect abnormalities in the on-board equipment that are caused by external forces acting on the vehicle.

[0008] In particular, according to the present disclosure, it is possible to grasp the impact applied to the electricity storage unit, which makes it easier to implement measures against problems that occur due to the impact on the electricity storage unit.

[0009] The reference symbols in parentheses attached to each component indicate an example of the correspondence between the component and the specific components described in the embodiments described below. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a schematic diagram of a vehicle to which a road surface interference sensor according to the present disclosure is applied; [Figure 2] FIG. 2 is a schematic perspective view of a battery pack. [Figure 3] FIG. 2 is a schematic plan view showing the inside of the battery pack. [Figure 4] FIG. 10 is an explanatory diagram for explaining road surface interference. [Figure 5] 1 is a schematic diagram illustrating the configuration of a road surface interference sensor according to a first technical concept. [Figure 6] FIG. 2 is an explanatory diagram for explaining a detection unit of a pressure-sensitive sensor. [Figure 7] FIG. 2 is a schematic cross-sectional view of a detection unit. [Figure 8] FIG. 2 is a schematic cross-sectional view showing the underfloor structure below the floor panel. [Figure 9] FIG. 10 is an explanatory diagram for explaining a detection portion of a pressure sensor when the vehicle interferes with a road surface. [Figure 10] FIG. 10 is an explanatory diagram for explaining a series connection of a detection unit. [Figure 11] FIG. 10 is an explanatory diagram for explaining an output of a series connection of a detection unit. [Figure 12] 4 is a flowchart showing an outline of a control process executed by a sensor control unit. [Figure 13] FIG. 10 is a schematic cross-sectional view of a detection unit serving as a reference example. [Figure 14] 14 is a cross-sectional view taken along the line XIV-XIV in FIG. 13. [Figure 15] 10A and 10B are explanatory diagrams for explaining the internal state when the detection unit of the reference example is bent. [Figure 16] 10A and 10B are explanatory diagrams for explaining characteristics of a detection unit of a reference example. [Figure 17] 10A and 10B are explanatory diagrams for explaining an internal state when the detection unit of the embodiment is bent. [Figure 18] 5A and 5B are explanatory diagrams for explaining characteristics of a detection unit according to the embodiment. [Figure 19] FIG. 10 is a schematic cross-sectional view showing another example of the detection unit. [Figure 20] FIG. 4 is a schematic diagram showing a first modified example of the road surface interference sensor according to the first technical concept. [Figure 21] FIG. 10 is a schematic diagram showing a second modified example of the road surface interference sensor according to the first technical concept. [Figure 22] FIG. 10 is a schematic diagram showing a third modified example of the road surface interference sensor according to the first technical concept. [Figure 23] FIG. 10 is a schematic diagram showing a fourth modified example of the road surface interference sensor according to the first technical concept. [Figure 24] FIG. 11 is a schematic cross-sectional view of a detection section according to a fifth modified example. [Figure 25] FIG. 10 is a schematic diagram showing a general configuration of a pressure-sensitive sensor according to a fifth modified example. [Figure 26] 10A and 10B are explanatory diagrams for explaining the state of the detection unit when an external force acts on the protector unit. [Figure 27] FIG. 13 is a schematic diagram showing a general configuration of a pressure-sensitive sensor according to a sixth modified example. [Figure 28] 10A and 10B are explanatory diagrams for explaining the state of the detection unit when an external force acts on the protector unit. [Figure 29] FIG. 10 is a schematic diagram illustrating the configuration of a road surface interference sensor according to a second technical concept. [Figure 30] FIG. 2 is an explanatory diagram for explaining an impact sensor. [Figure 31] FIG. 2 is a schematic cross-sectional view showing the underfloor structure below the floor panel. [Figure 32] FIG. 3 is an explanatory diagram for explaining a first pressure sensor. [Figure 33] FIG. 2 is a schematic cross-sectional view showing the inside of a tube. [Figure 34] 4 is a flowchart showing an outline of a control process executed by a sensor control unit. [Figure 35] FIG. 10 is a schematic cross-sectional view showing another example of the impact sensor. [Figure 36] FIG. 2 is a schematic cross-sectional view showing an example of a hydraulic pressure sensor. [Figure 37] FIG. 2 is a schematic cross-sectional view showing the inside of a tube. [Figure 38] FIG. 10 is a schematic diagram showing a first modified example of the road surface interference sensor according to the second technical concept. [Figure 39] FIG. 10 is a schematic diagram showing a second modified example of the road surface interference sensor according to the second technical concept. [Figure 40] FIG. 10 is a schematic diagram showing a third modified example of the road surface interference sensor according to the second technical concept. [Figure 41] FIG. 10 is a schematic diagram showing a fourth modified example of the road surface interference sensor according to the second technical concept. [Figure 42] FIG. 10 is a schematic diagram showing a fifth modified example of the road surface interference sensor according to the second technical concept. [Figure 43] FIG. 10 is a schematic diagram illustrating the configuration of a road surface interference sensor according to a third technical concept. [Figure 44] FIG. 2 is a schematic perspective view showing a part of a detection unit. [Figure 45] FIG. 45 is a cross-sectional view taken along the line XLV-XLV of FIG. 44. [Figure 46] FIG. 2 is a schematic cross-sectional view showing the underfloor structure below the floor panel. [Figure 47] 4 is a flowchart showing an outline of a control process executed by a sensor control unit. [Figure 48] FIG. 10 is a schematic diagram showing a first modified example of the road surface interference sensor according to the third technical concept. [Figure 49]FIG. 10 is a schematic diagram showing a second modified example of the road surface interference sensor according to the third technical concept. [Figure 50] FIG. 10 is a schematic diagram showing a third modified example of the road surface interference sensor according to the third technical concept. [Figure 51] FIG. 2 is a schematic cross-sectional view showing the underfloor structure below the floor panel. [Figure 52] FIG. 10 is a schematic cross-sectional view of a detection section according to a third modified example. [Figure 53] 10A and 10B are explanatory diagrams for explaining the state of the detection unit when an external force is applied. [Figure 54] FIG. 10 is a schematic cross-sectional view showing another example of the detection unit. [Figure 55] FIG. 10 is a schematic configuration diagram of a monitoring system according to a fourth technical concept. [Figure 56] 1 is a flowchart showing an outline of a monitoring process executed by the monitoring system. [Figure 57] FIG. 10 is an explanatory diagram for explaining a modified example of the monitoring strengthening process. [Figure 58] FIG. 10 is a schematic configuration diagram showing a modified example of the monitoring system. [Figure 59] 10 is a flowchart illustrating a modified example of the monitoring process executed by the monitoring system. DETAILED DESCRIPTION OF THE INVENTION

[0011] This specification discloses embodiments relating to multiple technical concepts. In the following embodiments, parts that are the same as or equivalent to those described in the preceding embodiments are given the same reference numerals, and their description may be omitted. Furthermore, when only some of the components are described in an embodiment, the components described in the preceding embodiment can be applied to the remaining components. The following embodiments can be partially combined with each other, as long as there is no particular problem with the combination, even if not specifically stated.

[0012] [Common points of each technical concept] The technical ideas disclosed in this specification are all applicable to a common vehicle V. Therefore, first, the vehicle V to which the road surface interference sensor of the present disclosure is applied will be described with reference to Figures 1 to 4. Note that the arrows indicating up and down and front and rear in Figure 1 and other figures indicate the up-down direction Dv and front-rear direction Dh of the vehicle V.

[0013] The vehicle V is assumed to be an electric vehicle or a hybrid vehicle. As shown in FIG. 1, the vehicle V includes a vehicle body BD, a drive unit DS, a battery pack BP, an under panel UP, front wheels FT, and rear wheels RT. The front wheels FT are located forward of the center of the vehicle body BD in the longitudinal direction Dh. The rear wheels RT are located rearward of the center of the vehicle body Dh in the longitudinal direction.

[0014] The vehicle body BD has formed therein a passenger space where passengers board, a front storage space located in front of the passenger space, and a rear storage space located in the rear of the passenger space. The front storage space accommodates the drive unit DS and other components. The rear storage space accommodates the passengers' luggage and other items. The vehicle body BD has a skeletal frame including a floor panel FP. The floor panel FP is a member that forms the floor surface of the vehicle body BD.

[0015] The drive unit DS includes an electric motor MT and a PCU. The electric motor MT is mechanically connected to the front wheels FT. The PCU is electrically connected to the electric motor MT and the battery pack BP. The PCU includes, for example, an inverter and a converter. PCU is an abbreviation for Power Control Unit.

[0016] The battery pack BP is one of the "underfloor devices" located below the floor panel FP. The battery pack BP supplies the power stored in it to the PCU. The PCU receives the power from the battery pack BP and drives the electric motor MT. The electric motor MT uses the power supplied by the PCU to generate the driving force that rotates the front wheels FT.

[0017] Specifically, the battery pack BP includes a storage case SC, as shown in Fig. 2. The storage case SC has a case body SC1 that opens upward and a lid SC2 that closes the opening of the case body SC1. The storage case SC is lightweight, for example, with the case body SC1 made of a metal material and the lid SC2 made of a resin material. Inside the storage case SC, a battery management system BMS, a power storage unit BU, etc. are arranged, as shown in Fig. 3.

[0018] The battery management system BMS is configured as a computer including a processor, memory, and I / O devices. The battery management system BMS executes various processes, including charge / discharge control, abnormality monitoring, temperature control, etc. of the power storage unit BU, according to programs stored in the memory. The memory of the battery management system BMS is configured as a non-transitory tangible storage medium.

[0019] The energy storage unit BU includes a plurality of battery packs CS, each of which has a plurality of battery cells C connected in series or parallel. The battery packs CS are arranged in a row with a predetermined spacing between them. The battery cells C that make up the battery pack CS are sandwiched between a pair of end plates (not shown) and are restrained by restraining bands or the like. The battery cells C are lithium-ion batteries. However, the battery cells C may be batteries other than lithium-ion batteries.

[0020] The under-panel UP is located below the battery pack BP and is made of metal. The under-panel UP is provided to protect the under-floor equipment, including the battery pack BP, from objects on the road surface RS.

[0021] A gap is formed between the underpanel UP and the underside of the battery pack BP. This gap is set narrow enough that the underpanel UP will come into contact with the underside of the battery pack BP when it deforms and protrudes upward. An elastically deformable cushioning member CP is disposed in this gap. The cushioning member CP is made of a foam material such as polyurethane or polystyrene.

[0022] [Road surface interference] For example, as shown in the first and second examples of Fig. 4, when the vehicle V travels over a road surface RS on which protrusions such as wheel chocks WS and speed breakers SB are installed, road surface interference may occur due to the vehicle running over or climbing over the protrusions, or the subsequent bouncing. Furthermore, as shown in the third and fourth examples of Fig. 4, when the vehicle V travels over a road surface RS on which depressions such as curbs ES and potholes PH are installed, road surface interference may also occur. Note that, in this specification, "road surface interference" includes not only interference between the vehicle V and the road surface RS itself or objects installed on the road surface RS, but also interference between the vehicle V and objects such as fallen rocks or flying stones that have fallen onto the road surface RS.

[0023] When the battery pack BP is located below the floor panel FP, as in vehicle V, external forces due to road surface interference can cause impacts on underfloor equipment such as the battery pack BP, and from the perspective of protecting the underfloor equipment, it is desirable to properly detect impacts to vehicle V due to road surface interference.

[0024] In response to this, the present inventors considered installing the impact sensor described in Patent Document 1 below the floor panel FP of the vehicle V in order to detect road surface interference of the vehicle V. As a result, they found that with the impact sensor described in Patent Document 1, if the deformation of the tube serving as the detection section is localized, the change in air pressure is small, making it difficult to obtain sufficient detection performance. After extensive research, the present inventors came up with several technical ideas that can appropriately detect road surface interference. Each technical idea will be described below.

[0025] [First technical idea] In the first technical idea, an external force applied to a vehicle V from the road surface RS side is detected using a road surface interference sensor 10 including a pressure sensor 20 that detects whether or not a plurality of electrode wires 23, 24 are in contact with each other. Hereinafter, an embodiment of the first technical idea will be described with reference to Figs. 5 to 23.

[0026] 5, the road surface interference sensor 10 includes a pressure sensor 20 and a sensor control unit 50. The road surface interference sensor 10 is connected to a CAN, which is a communication network of the vehicle V, and a signal according to whether or not the multiple electrode wires 23, 24 are in contact with each other is output to the outside via the CAN. CAN is an abbreviation for Controller Area Network.

[0027] The pressure sensor 20 includes a detection unit 21 that detects an external force applied to the vehicle V from the road surface RS. As shown in Figures 6 and 7, the detection unit 21 includes a hollow elastic body 22, a plurality of electrode wires 23, 24 arranged on an inner surface 22a of the elastic body 22, and an outer layer member 25, and detects the external force applied to the vehicle V based on whether or not the plurality of electrode wires 23, 24 are in contact with each other. The detection unit 21 is arranged below the battery pack BP in a serpentine manner along a direction perpendicular to the arrangement direction Dst of the battery cells C.

[0028] The elastic body 22 holds and fixes the multiple electrode wires 23, 24 in a spiral shape without electrical contact, and is easily deformed by an external force and immediately returns to its original shape when the external force is removed. In this technical idea, the elastic body 22 constitutes a hollow "insulator." The elastic body 22 is made of a flexible rubber material such as silicone rubber, ethylene propylene rubber, styrene butadiene rubber, or chloroprene rubber. The elastic body 22 may also be made of a flexible plastic material such as polyethylene, polypropylene, or polyvinyl chloride.

[0029] A plurality of electrode wires 23, 24 are held on the inner surface 22a of the elastic body 22. In the example shown in Figures 6 and 7, a number of electrode wires 23, 24 that is a multiple of two, i.e., two electrode wires 23, 24, are held on the inner surface 22a of the elastic body 22.

[0030] The multiple electrode wires 23, 24 include metal conductors 231, 241. These metal conductors 231, 241 are made of stranded metal wires formed by twisting multiple metal wires together to achieve flexibility and resilience. To achieve sufficient flexibility and resilience, the multiple electrode wires 23, 24 include, in addition to the metal conductors 231, 241, outer layers 232, 242 that cover the outer peripheries of the metal conductors 231, 241. The outer layers 232, 242 are conductive rubber or plastic layers.

[0031] Furthermore, in order to prevent malfunction or breakage due to bending, the multiple electrode wires 23, 24 are arranged spirally in the longitudinal direction of the elastic body 22 along the inner surface 22a of the elastic body 22 without being in electrical contact with each other. The multiple electrode wires 23, 24 may have a spiral winding structure in which they are wound in one direction, or may have a spiral winding structure in which the direction is reversed midway.

[0032] The multiple electrode wires 23, 24 are embedded in the inner surface 22a of the elastic body 22 in a state protruding from the inner surface 22a of the elastic body 22 toward the axis of the elastic body 22 so that the electrode wires 23, 24 can easily come into contact with each other even if an external force acts from any direction in the cross-sectional direction.

[0033] One end of each of the electrode wires 23, 24 is connected to a constant voltage source, and the other end of each of the electrode wires 23, 24 is connected to ground. The other ends of each of the electrode wires 23, 24 are electrically connected via an electrical resistor R for adjusting the voltage.

[0034] The outer layer member 25 is a member that constitutes a protector in the detection unit 21. The outer layer member 25 is made of an elastic member that has higher rigidity than the elastic body 22. This makes the outer layer member 25 less likely to deform than the elastic body 22. The outer layer member 25 is set to a desired rigidity that takes into account the magnitude of the external force applied to the elastic body 22. The outer layer member 25 may include a core material made of metal or resin to adjust the rigidity.

[0035] The detection unit 21 is disposed so as to overlap two or more battery cells C in the vertical direction Dv. In this example, the detection unit 21 is disposed below the battery pack CS so as to extend along the arrangement direction Dst of the battery cells C. Specifically, as shown in FIG. 8, at least a portion of the detection unit 21 is embedded in a buffer member CP that is installed between the battery pack CS and the under panel UP. The detection unit 21 may be embedded in a groove or notch provided in the buffer member CP, or may be sandwiched between two buffer members CP. The detection unit 21 may be embedded in the buffer member CP with a portion exposed to the outside of the buffer member CP.

[0036] The detection unit 21 configured in this manner outputs the potential difference between the other ends of the electrode wires 23, 24 as a signal indicating whether or not the electrode wires 23, 24 are in contact with each other. When the start switch of the vehicle V is turned on and power is supplied from a constant voltage source to one of the electrode wires 23, 24, the detection unit 21 detects that the potential difference between the other ends of the electrode wires 23, 24 becomes smaller when the electrode wires 23, 24 are brought into contact with each other by an external force.

[0037] When the electrode wires 23, 24 come into contact with each other due to an external force, the detection unit 21 outputs a voltage signal that is lower than when the electrode wires 23, 24 are not in contact, as shown in Fig. 9. When one of the electrode wires 23, 24 is broken, the detection unit 21 outputs a voltage signal that is higher than when the electrode wires 23, 24 are not in contact. The voltage signal output by the detection unit 21 is output to the sensor control unit 50.

[0038] Here, when a plurality of battery packs CS are mounted on the vehicle V, it is desirable that the road surface interference sensor 10 be provided with the same number of detection units 21 as the battery packs CS. For example, when four battery packs CS are mounted, it is desirable that the road surface interference sensor 10 be provided with four detection units 21, the same number as the battery packs CS. Note that the number of detection units 21 is not limited to the same as the number of battery packs CS, and may be a number different from the number of battery packs CS.

[0039] On the other hand, if the pressure sensor 20 has a sensor configuration including multiple detection units 21, it is necessary to provide IF ports corresponding to the number of the detection units 21 at the signal output destination (in this example, the sensor control unit 50).

[0040] Taking these factors into consideration, the pressure sensor 20 of this example is configured as a series connection body SCB in which a plurality of detection units 21 are electrically connected in series, as shown in Fig. 10. For ease of explanation, the plurality of detection units 21 that make up the series connection body SCB may be referred to as a first detection unit 21A, a second detection unit 21B, a third detection unit 21C, and a fourth detection unit 21D hereinafter.

[0041] The electrical resistors R1, R2, R3, and R4 provided in each of the detection units 21A, 21B, 21C, and 21D have different electrical resistance values. The electrical resistance values ​​of the electrical resistors R1, R2, R3, and R4 are set to different values ​​so that there is a significant difference in the output of the series-connected body SCB when each of the detection units 21A, 21B, 21C, and 21D detects an external force. The output voltage of each of the detection units 21A, 21B, 21C, and 21D is proportional to the magnitude relationship of the electrical resistors R1, R2, R3, and R4.

[0042] The series-connected body SCB configured in this manner outputs the potential difference between its two ends as a signal indicating whether or not each of the electrode wires 23, 24 is in contact. When an external force acts on at least one of the detection units 21A, 21B, 21C, and 21D and causes each of the electrode wires 23, 24 to come into contact with each other while power is being supplied from a constant voltage source, the output voltage of the series-connected body SCB drops as shown in FIG. 11. In this example, the series-connected body SCB has different electrical resistance values ​​for the electrical resistors R1, R2, R3, and R4, and the degree of drop in output voltage varies depending on which of the detection units 21A, 21B, 21C, and 21D has received the external force. This allows the pressure sensor 20 to identify which of the multiple detection units 21 has detected the external force.

[0043] The sensor control unit 50 is configured as a computer equipped with I / O devices including a processor, memory, and communication unit. A series connection body SCB constituting a plurality of detection units 21 is connected to the I / O devices of the sensor control unit 50. The sensor control unit 50 is also connected to a CAN. The sensor control unit 50 is connected to a battery management system BMS, an acceleration sensor GS, a higher-level control device UE, a display control device HMI, and the like via the CAN. The memory of the sensor control unit 50 is configured as a non-transient physical storage medium.

[0044] The sensor control unit 50 executes various processes according to the programs stored in the memory, including a determination process for determining whether or not there is road surface interference, a specific process for identifying the location that has received an external force, and an output process for outputting a signal to the outside according to whether or not there is contact between the multiple electrode wires 23, 24.

[0045] The sensor control unit 50 includes a determination unit 51, an identification unit 52, and a signal output unit 53 as functional components realized on a computer. The determination unit 51 is a functional component that determines whether or not there is road surface interference. The identification unit 52 is a functional component that identifies the detection unit 21 that has detected an external force. The signal output unit 53 is a functional component that outputs a signal according to whether or not there is contact between the multiple electrode wires 23, 24. Note that each functional component is merely a functional component set for convenience's sake to facilitate understanding of the contents of the present disclosure. Therefore, even if these functional components are not actually realized as subroutines or hardware, the requirements of the present disclosure can be satisfied as long as the predetermined functions or processes of the present disclosure are realized.

[0046] Next, an example of the control process executed by the sensor control unit 50 will be described with reference to Fig. 12. The control process shown in Fig. 12 is executed by the sensor control unit 50 periodically or irregularly while the vehicle V is traveling, for example.

[0047] In step S100, the sensor control unit 50 reads the sensor signals output by the pressure sensor 20, the acceleration sensor GS, etc. The sensor control unit 50 reads the sensor output of the acceleration sensor GS via the CAN.

[0048] Here, the acceleration sensor GS is a sensor that is installed in the vehicle V and detects vibrations and impacts that occur while the vehicle V is traveling, etc. The acceleration sensor GS may be configured as a dedicated device that detects vibrations and impacts of underfloor equipment of the vehicle V, or may be configured as a general-purpose device that detects vibrations and impacts of the entire vehicle V. In this technical idea, the acceleration sensor GS constitutes a physical quantity detection unit that detects physical quantities that change due to road surface interference, separate from the detection unit 21. This is also true for other technical ideas.

[0049] Next, in step S110, the sensor control unit 50 determines whether or not road interference has occurred based on the output of the detection unit 21 constituting the pressure sensor 20 and the output of the acceleration sensor GS. The sensor control unit 50 determines that road interference has occurred, for example, when the output voltage of the detection unit 21 constituting the pressure sensor 20 falls below a predetermined threshold voltage for detecting road interference and the acceleration sensor GS detects acceleration in the vertical direction Dv equal to or greater than a certain level. The sensor control unit 50 also determines that road interference has not occurred when the output voltage of the detection unit 21 is equal to or greater than the threshold voltage for detecting road interference or when the acceleration sensor GS does not detect acceleration in the vertical direction Dv equal to or greater than a certain level. In this determination process, it is desirable to also determine whether or not there is a disconnection in the pressure sensor 20.

[0050] Next, in step S120, the sensor control unit 50 identifies the location where road surface interference has occurred. The sensor control unit 50 of this example identifies the location where an external force has been detected from among the multiple detection units 21A, 21B, 21C, and 21D. The sensor control unit 50 utilizes the fact that the degree of decrease in output voltage differs depending on the detection unit 21A, 21B, 21C, and 21D when an external force is received, to identify the location where an external force has been detected from among the multiple detection units 21A, 21B, 21C, and 21D.

[0051] Here, the process of step S120 is premised on the detection of road interference. Therefore, if road interference is not detected in step S110, the sensor control unit 50 skips the determination process of step S120.

[0052] Next, when road surface interference is detected, the sensor control unit 50 outputs a road surface interference signal indicating this via the CAN to the battery management device BMS, the upper control device UE, the display control device HMI, etc. When road surface interference is detected, the battery management device BMS, for example, performs an abnormality diagnosis on the battery pack CS. When road surface interference is detected, the upper control device UE, for example, activates automatic brakes or the like to restrict the operation of the vehicle V. When road surface interference is detected, the display control device HMI, for example, displays the location that has been subjected to the external force or issues a message urging the driver to check the location.

[0053] The road surface interference sensor 10 described above includes a detection unit 21 that is disposed below the floor panel FP of the vehicle V and detects an external force applied to the vehicle V from the road surface RS side. The detection unit 21 includes a hollow elastic body 22 and a plurality of electrode wires 23, 24 that are disposed on an inner surface 22a of the elastic body 22, and detects the external force based on whether or not the plurality of electrode wires 23, 24 are in contact with each other.

[0054] As described in Patent Document 1, when detecting the change in air pressure inside the tube due to deformation of the tube as an external force, if the deformation of the tube is localized, the change in air pressure is small and it is difficult to properly detect the impact.

[0055] In contrast, when an external force is detected based on whether or not the plurality of electrode wires 23, 24 come into contact with each other due to deformation of the elastic body 22, even if the deformation of the elastic body 22 is localized, the plurality of electrode wires 23, 24 will come into contact and short-circuit. Therefore, the road surface interference sensor 10 of this embodiment can appropriately detect an external force applied to the vehicle V from the road surface RS side. In particular, the road surface interference sensor 10 of this example is excellent in terms of mountability on the vehicle V because it does not need to secure space for installing pressure sensors at both ends of the tube, as in Patent Document 1.

[0056] The road surface interference sensor 10 of this embodiment also has the following features.

[0057] (1) The detection unit 21 includes an outer layer member 25 that covers the elastic body 22. This outer layer member 25 is made of an elastic member that has higher rigidity than the elastic body 22. In this way, by using a structure in which the elastic body 22 is covered with the outer layer member 25 with higher rigidity, the elastic body 22 is protected by the outer layer member 25, and the magnitude of the external force applied to the elastic body 22 can be adjusted to optimize the sensor sensitivity of the road surface interference sensor 10.

[0058] (2) As shown in Figures 13 and 14, the two electrode wires 23, 24 can be arranged parallel to each other along the longitudinal direction of the elastic body 22 without being electrically connected to each other. However, a detection unit 21 having such a structure may malfunction, for example, when the detection unit 21 is bent, as shown in Figure 15. Furthermore, the detection unit 21 has difficulty detecting an external force applied in a direction perpendicular to the arrangement direction of the two electrode wires 23, 24, as shown in Figure 16.

[0059] In contrast, the multiple electrode wires 23, 24 are arranged spirally in the longitudinal direction of the elastic body 22 along the inner surface 22a of the elastic body 22 without being electrically contacted. The detection unit 21 having such a structure is less likely to malfunction when the detection unit 21 is bent, as shown in Fig. 17, and is also more likely to have resistance to bending moments, tensile stresses, and compressive stresses. Furthermore, the detection unit 21 can detect external forces acting from various directions, as shown in Fig. 18.

[0060] (3) The road surface interference sensor 10 includes a signal output unit 53 that outputs a signal according to whether or not the plurality of electrode wires 23, 24 are in contact with each other. The signal output unit 53 is connected to a series connection body SCB in which the plurality of detection units 21 are electrically connected in series.

[0061] By using multiple detection units 21, external forces acting on different parts of the vehicle V can be detected, but it is necessary to provide a number of IF ports corresponding to each of the multiple detection units 21 as the signal output destination.

[0062] On the other hand, if a series connection body SCB in which multiple detection units 21 are electrically connected in series is connected to the signal output unit 53, it becomes possible to detect external forces acting on different locations on the vehicle V while reducing the number of IF ports to which the signal is output.

[0063] (4) In the detection unit 21, at least two electrode wires 23, 24 are connected via an electrical resistor R. This ensures a difference between the output when the multiple electrode wires 23, 24 are in contact with each other and the output when they are not in contact with each other, making it possible to properly detect an external force acting on the vehicle V.

[0064] (5) The road surface interference sensor 10 includes an identification unit 52 that identifies one of the plurality of detection units 21 that has detected an external force. At least some of the detection units 21 have electrical resistance values ​​of the electrical resistors R that are different from those of the other detection units 21. The identification unit 52 identifies one of the plurality of detection units 21 that has detected an external force based on the output from the series-connected body SCB. This configuration makes it possible to detect external forces acting on different locations on the vehicle V.

[0065] (6) The road surface interference sensor 10 includes a determination unit 51 that determines whether or not there is road surface interference. Separately from the detection unit 21, the vehicle V is provided with an acceleration sensor GS as a physical quantity detection unit that detects a physical quantity that changes due to road surface interference. The determination unit 51 determines whether or not there is road surface interference based on the output of the detection unit 21 and the output of the acceleration sensor GS installed in the vehicle V.

[0066] When an external force acts on vehicle V due to road interference, an impact is applied to vehicle V, causing a change in the output of acceleration sensor GS installed on vehicle V. Taking this into consideration, it is desirable to determine the presence or absence of road interference based on the output of acceleration sensor GS installed on vehicle V in addition to the output of detection unit 21. This reduces false detection of road interference due to malfunction of detection unit 21 compared to when the presence or absence of road interference is determined based solely on the output of detection unit 21, thereby improving the accuracy of road interference determination.

[0067] (7) A signal corresponding to the external force acting on the vehicle V is output to the outside via the communication network of the vehicle V. This makes it possible to detect the external force acting on the vehicle V while reducing the number of I / O ports to which the signal is output.

[0068] (8) A buffer member CP is disposed between the underfloor equipment installed below the floor panel FP and the road surface RS. At least a portion of the detection unit 21 is embedded in the buffer member CP. By embedding at least a portion of the detection unit 21 in the buffer member CP in this manner, the detection unit 21 is protected by the buffer member CP, and the magnitude of the external force applied to the elastic body 22 of the detection unit 21 can be adjusted to optimize the sensor sensitivity of the road surface interference sensor 10.

[0069] (9) The underfloor equipment is a power storage unit BU configured to include a plurality of battery cells C. This makes it possible to grasp the impact applied to the power storage unit BU based on the output of the road surface interference sensor 10, making it easier to implement measures against problems caused by the impact to the power storage unit BU.

[0070] (10) The detection unit 21 is arranged so that at least a portion thereof overlaps two or more battery cells C in the vertical direction Dv. This allows a single detection unit 21 to detect impacts to multiple battery cells C. This greatly contributes to simplifying the sensor configuration of the road surface interference sensor 10.

[0071] [Modification of the detection unit 21] The detection unit 21 may have three or more electrode wires 23, 24 held on the inner surface 22a of the elastic body 22. For example, as shown in Fig. 19, the detection unit 21 may have four electrode wires 23, 24, 26, and 27 held on the inner surface 22a of the elastic body 22. In this way, if three or more electrode wires 23, 24 are held on the inner surface 22a of the elastic body 22, the number of electrodes on the circumference of the cross section of the elastic body 22 increases, and the electrodes can easily come into contact with each other even if the deformation of the elastic body 22 is small, thereby improving the sensor sensitivity. The multiple electrode wires 23, 24 may be made of sheet-like metal wire.

[0072] [Variations of sensor configuration] The road surface interference sensor 10 is not limited to the one shown in the above embodiment, and can be modified in various ways, for example, as follows.

[0073] [First Modification] For example, as shown in FIG. 20, the road surface interference sensor 10 may be configured such that the sensor control unit 50 is integrated with the battery management system BMS as one functional component of the battery management system BMS. In this case, the road surface interference sensor 10 may be configured to output a signal from the detection unit 21 as an analog signal to the battery management system BMS. The sensor control unit 50 may be configured as an integral part of a control device different from the battery management system BMS. The sensor control unit 50 is not essential and may be omitted.

[0074] [Second Modification] The road surface interference sensor 10 may be configured, for example, as shown in Fig. 21, so that each of the multiple detection units 21 is connected to a sensor control unit 50. The sensor control unit 50 may be connected to the CAN via a battery management system BMS. Note that in the road surface interference sensor 10 shown in Fig. 21, the sensor control unit 50 may be directly connected to the CAN.

[0075] [Third Modification] The road surface interference sensor 10 may be configured, for example, as shown in FIG. 22, such that the sensor control unit 50 is integrated with the battery management unit BMS, and multiple detection units 21 are each connected to the battery management unit BMS.

[0076] [Fourth Modification] The acceleration sensor GS may be directly connected to the sensor control unit 50 of the road surface interference sensor 10, for example, as shown in Fig. 23. The acceleration sensor GS may be connected to the CAN via another device such as a battery management system BMS.

[0077] [Fifth Modification] 24, the detection unit 21 does not have a cylindrical outer layer member 25. Instead, the pressure sensor 20 is provided with a detection enlarging unit 28 for enlarging the detection range of an external force.

[0078] 25, the detection magnification unit 28 of this example includes a plate-shaped protector portion 281, a deformation portion 282, and a connection portion 284 for connecting the deformation portion 282 to the vehicle side. The detection magnification unit 28 of this example is made of a resin material. The protector portion 281, the deformation portion 282, and the connection portion 284 of the detection magnification unit 28 are configured as, for example, an integrally molded product.

[0079] The protector portion 281 is disposed on the road surface side of the floor panel FP. The protector portion 281 is made of an elastic material having higher rigidity than the elastic body 22. The area of ​​the portion of the protector portion 281 that overlaps with the road surface RS is larger than that of the detection portion 21. The protector portion 281 in this example has a plate width that can cover, for example, substantially the entire lower surface of the battery cell C. Although not shown, the pressure sensor 20 has multiple protector portions 281 arranged side by side in the arrangement direction Dst of the battery cells C.

[0080] The deformation portion 282 constitutes a displacement portion that displaces the protector portion 281 in a direction toward the floor panel FP. The deformation portion 282 is a deformation member that has lower rigidity than the protector portion 281 and deforms when an external force is applied. The deformation portion 282 is provided on both ends of the protector portion 281. In this example, the deformation portion 282 is constituted by a spring portion 283 that deforms in a direction toward the floor panel FP. The spring portion 283 includes a thin portion 283a that is thinner than the protector portion 281, and a pair of plate portions 283b, 283c that are connected to the thin portion 283a. Since the spring portion 283 includes the thin portion 283a, the spring portion 283 has lower rigidity than the protector portion 281 and is deformed by an external force. Specifically, the spring portion 283 bends from the thin portion 283a, thereby deforming in a direction toward the floor panel FP. One of the pair of plate portions 283b, 283c is connected to protector portion 281 in a position intersecting the plate surface of protector portion 281. The other of the pair of plate portions 283b, 283c is connected to connecting portion 284 in a position intersecting the plate surface of protector portion 281.

[0081] The connecting portion 284 connects the deforming portion 282 to the vehicle body side, such as the storage case SC of the battery pack BP. The connecting portion 284 is connected to the floor panel FP, etc., by a push rivet or the like. The connecting portion 284 may also be connected to the vehicle body side by an adhesive or the like. The connecting portion 284 may also be connected to the vehicle body.

[0082] The detection unit 21 is disposed between the protector part 281 and the floor panel FP. Specifically, the detection unit 21 is disposed on the upper surface of the protector part 281, opposite to the lower surface facing the road surface. The detection unit 21 is connected to the protector part 281 with an adhesive or the like so that its position does not change. The detection unit 21 may be connected to the housing case SC, or may be connected to both the protector part 281 and the housing case SC. In this example, the position of the detection unit 21 is determined by connecting the detection unit 21 to the protector part 281 with an adhesive or the like, but this is not limiting, and the position of the detection unit 21 may be determined by a member such as a guide or rail.

[0083] 26, when the protector part 281 is displaced in a direction approaching the floor panel FP by an external force, the pressure sensor 20 configured in this manner is pressed by the protector part 281. At this time, the electrode wires 23 and 24 come into contact with each other on the inside of the detection part 21, and the external force is detected.

[0084] The pressure sensor 20 of this example is provided with a protector section 281 that has a larger area than the detection section 21, and is therefore able to detect external forces that are applied to positions distant from the detection section 21. In other words, the pressure sensor 20 of this example can expand the detection range of external forces with a simple structure.

[0085] [Sixth Modification] 27, the detection magnification unit 28 described in the fifth modified example may have a deformation portion 282 configured with a cushion portion 285 having lower rigidity than the protector portion 281. The cushion portion 285 is configured with a foam material such as polyurethane or polystyrene. The detection magnification unit 28 of this example includes the protector portion 281 and the cushion portion 285, which are joined together with an adhesive. In the detection magnification unit 28, the surface of the cushion portion 285 opposite to the surface to which the protector portion 281 is connected is connected to the vehicle body.

[0086] 28, for example, when an external force causes the protector portion 281 to be displaced in a direction approaching the floor panel FP, the pressure sensor 20 configured in this manner is pressed by the protector portion 281. At this time, the electrode wires 23, 24 come into contact with the inside of the detection portion 21, thereby detecting the external force. The pressure sensor 20 of this example has a protector portion 281 with a larger area than the detection portion 21, and therefore, similar to the fifth modification, can also detect external forces applied to positions distant from the detection portion 21.

[0087] [Other variations] In the detection unit 21, it is desirable that the elastic body 22 is covered with an outer layer member 25, but this is not limited to this. In the detection unit 21, for example, the outer layer member 25 may be omitted. Furthermore, in the detection units 21 described in the fifth and sixth modified examples, the outer layer member 25 is omitted, but this is not limited to this. In the detection unit 21, for example, the outer layer member 25 may be provided that has enough rigidity to be deformed when it comes into contact with the protector part 281.

[0088] The detection unit 21 is preferably arranged spirally in the longitudinal direction of the elastic body 22 along the inner surface 22a of the elastic body 22 without electrical contact, but is not limited to this. For example, the detection unit 21 may be arranged in parallel along the longitudinal direction of the elastic body 22 without electrical contact between the two electrode wires 23, 24. The elastic body 22 may be any insulating material, and may not have flexibility or elasticity.

[0089] In the detection unit 21, it is desirable that at least two electrode wires 23, 24 are connected via an electric resistor R, but this is not limitative. In the detection unit 21, the electric resistor R may be omitted.

[0090] Although it is desirable for the road surface interference sensor 10 to determine the presence or absence of road surface interference based on the output of the detection unit 21 and the output of the acceleration sensor GS, this is not a requirement. The road surface interference sensor 10 may, for example, determine the presence or absence of road surface interference based only on the output of the detection unit 21. The road surface interference sensor 10 may also, for example, determine the presence or absence of road surface interference based on the output of the detection unit 21 and the output of a pressure sensor that detects pressure applied to the lower side of the floor panel FP of the vehicle V. In this case, the pressure sensor functions as a physical quantity detection unit, separate from the detection unit 21, that detects a physical quantity that changes due to road surface interference. This also applies to other technical concepts. The physical quantity detection unit may be configured as a dedicated component dedicated to road surface interference, or as a general-purpose component that detects vibrations and impacts on the vehicle V.

[0091] The road surface interference sensor 10 preferably includes an identifying unit 52 that identifies the one that detected the external force from among the multiple detection units 21, but is not limited to this. For example, the road surface interference sensor 10 may omit the identifying unit 52.

[0092] The road surface interference sensor 10 preferably includes a determination unit 51 that determines whether or not road surface interference has occurred, but is not limited to this. For example, the road surface interference sensor 10 may omit the determination unit 51 and simply detect an external force acting on the vehicle V due to road surface interference.

[0093] The road surface interference sensor 10 may be configured to output a signal according to whether or not the plurality of electrode wires 23, 24 are in contact with each other to the outside by means other than the communication network of the vehicle V.

[0094] The road surface interference sensor 10 does not need to have the detection unit 21 embedded in the buffer member CP. Furthermore, it is desirable, but not limited to, that at least a portion of the detection unit 21 be arranged so as to extend along the arrangement direction Dst of the battery cells C that make up the battery pack CS. The detection unit 21 may also be arranged so as to extend in a direction perpendicular to the arrangement direction Dst of the battery cells C that make up the battery pack CS. The detection unit 21 may also be arranged so as not to overlap with the battery cells C in the up-down direction Dv.

[0095] The vehicle V to which the road surface interference sensor 10 is applied is not limited to the one described above. The road surface interference sensor 10 can also be applied to a vehicle V driven by an internal combustion engine, a vehicle V in which the under panel UP is omitted, etc. The road surface interference sensor 10 is configured to detect an impact applied to the power storage unit BU, but may also be configured to detect an impact applied to underfloor equipment other than the power storage unit BU. The multiple battery cells C that make up the power storage unit BU are restrained as a battery pack CS by restraint bands or the like, but this does not have to be the case.

[0096] [Second technical idea] In the second technical idea, an external force applied to the vehicle V from the road surface RS side is detected using a road surface interference sensor 10 including an impact sensor 30. Hereinafter, an embodiment of the second technical idea will be described with reference to Figs. 29 to 42.

[0097] 29, the road surface interference sensor 10 includes an impact sensor 30 and a sensor control unit 60. The road surface interference sensor 10 is connected to a CAN, which is a communication network of the vehicle V, and a signal from the pressure sensor is output to the outside via the CAN.

[0098] The impact sensor 30 includes a detection unit 31 that detects an external force applied to the vehicle V from the road surface RS. As shown in Figures 29 and 30, the detection unit 31 includes a flexible hollow tube 32, a first pressure sensor 33, and a second pressure sensor 34, and detects the external force applied to the vehicle V based on a change in pressure inside the tube 32.

[0099] The tube 32 is an elongated circular tube with a substantially circular cross section. The tube 32 is made of silicone rubber, which is a flexible rubber material. The length of the tube 32 is set to, for example, a value equal to or greater than the dimension in the arrangement direction Dst of the battery cells C in the battery pack CS multiplied by the number of battery packs CS.

[0100] The detection unit 31 is arranged so as to overlap two or more battery cells C in the vertical direction Dv. In this example, the detection unit 31 is arranged so that at least the tube 32 extends below the battery pack CS along the arrangement direction Dst of the battery cells C. The tube 32 is arranged in a serpentine manner below the battery pack BP in a direction perpendicular to the arrangement direction Dst.

[0101] Specifically, as shown in Fig. 31, at least a portion of the tube 32 is embedded in the battery pack CS and the cushioning member CP. The detection unit 31 may be embedded in a groove or notch provided in the cushioning member CP for embedding, or may be sandwiched between two cushioning members CP. The detection unit 31 may be embedded in the cushioning member CP with a portion of the detection unit 31 exposed to the outside of the cushioning member CP.

[0102] 30, a first pressure sensor 33 is connected to one end of the tube 32, and a second pressure sensor 34 is connected to the other end. The first pressure sensor 33 and the second pressure sensor 34 are sensors that detect the pressure inside the tube 32. The first pressure sensor 33 and the second pressure sensor 34 are air pressure sensors that detect the air pressure inside the tube 32.

[0103] 30 and 32, the first pressure sensor 33 includes a case 331, a terminal 332, a sensor element 333, and a circuit board 334. The second pressure sensor 34 has a sensor configuration substantially identical to that of the first pressure sensor 33. Therefore, the following description will focus on the first pressure sensor 33, and a description of the second pressure sensor 34 will be omitted.

[0104] The case 331 includes a case main body 331a and a case lid 331b that, together with the case main body 331a, forms a space for accommodating the sensor element 333 and the circuit board 334. The case main body 331a includes a board mounting section 331c on which the sensor element 333 and the circuit board 334 are mounted, a connection port 331d to which one end of the tube 32 is connected, and a connector section 331e in which the terminal 332 is housed. A pressure introducing hole 331f is formed in the connection port 331d to introduce the pressure inside the tube 32 to the sensor element 333. The pressure introducing hole 331f communicates with the space in which the sensor element 333 and the circuit board 334 are housed.

[0105] The terminal 332 outputs to the outside a sensor signal detected by the sensor element 333. The terminal 332 is supported by the case main body 331a by being molded integrally with the case main body 331a by, for example, insert molding.

[0106] The sensor element 333 includes a semiconductor element having a diaphragm that receives the pressure inside the tube 32. The sensor element 333 is arranged together with a circuit board 334 in a space in the case 331 that communicates with the inside of the tube 32. The sensor element 333 is arranged on the circuit board 334.

[0107] The circuit board 334 is a board on which a signal processing circuit is formed that performs amplification processing and the like on the sensor signal detected by the sensor element 333. The circuit board 334 is electrically connected to the terminal 332 via a conductive member such as solder.

[0108] When road contact occurs and the buffer member CP deforms together with the underpanel UP, the tube 32 is pressed against the floor panel FP by the deformation of the buffer member CP, causing the tube 32 to deform. At this time, a pressure change accompanying the deformation of the tube 32 is detected by the first pressure sensor 33 and the second pressure sensor 34. For example, in the first pressure sensor 33, when a pressure change inside the tube 32 is detected by the sensor element 333, a signal corresponding to the pressure change inside the tube 32 is output from the sensor element 333. The signal output from the sensor element 333 is then subjected to predetermined processing on the circuit board 334 and then output to the outside via the terminal 332.

[0109] Here, it is conceivable to fill the tube 32 with a gas such as air as a pressure transmission medium, but when an external force acts locally on the tube 32, the change in air pressure is small, making it difficult for the impact sensor 30 to properly detect the impact applied to the vehicle V. In particular, when the impact sensor 30 is applied to a large in-vehicle device such as a battery pack BP, the length of the tube 32 becomes large, making the change in air pressure in response to the external force small, making it difficult for the impact sensor 30 to properly detect the impact applied to the vehicle V.

[0110] Taking this into consideration, the tube 32 is filled with liquid LQ as a pressure transmission medium in addition to a gas such as air, as shown in Fig. 33. If the tube 32 is filled with liquid LQ, which is an incompressible fluid, it is possible to increase the change in pressure in the tube 32 in response to the deformation of the tube 32.

[0111] The amount of liquid LQ filled into the tube 32 is determined according to the sensitivity required for the impact sensor 30. For example, the amount of liquid LQ filled is set to be equal to or less than the maximum deformation amount of the tube 32 expected in advance, so that the liquid LQ is unlikely to flow into the interior of each of the pressure sensors 33, 34. Furthermore, in order to prevent a decrease in the insulation of each of the pressure sensors 33, 34 due to the inflow of the liquid LQ, an insulating liquid having electrical insulating properties is used as the liquid LQ. Furthermore, a liquid that does not freeze within the operating temperature range of the vehicle V (i.e., an antifreeze liquid) is used as the liquid LQ.

[0112] Here, when silicone oil is filled into the silicone tube 32 as the liquid LQ, the silicone oil may cause the tube 32 to swell, changing its characteristics. A change in the characteristics of the tube 32 due to filling with the liquid LQ may affect the sensitivity of the road surface interference sensor 10. For this reason, it is desirable to use a liquid LQ that has little effect on the characteristics of the tube 32. When using a silicone tube 32 as in this example, fluorine-based oil, for example, may be used as the liquid LQ. Note that a liquid other than fluorine-based oil may be used as the liquid LQ as long as it has little effect on the characteristics of the tube 32.

[0113] The sensor control unit 60 is configured as a computer equipped with I / O devices including a processor, a memory, and a communication unit. The first pressure sensor 33 and the second pressure sensor 34 are connected to the I / O devices of the sensor control unit 60. The sensor control unit 60 is also connected to a CAN. The sensor control unit 60 is connected to a battery management system BMS, an acceleration sensor GS, a higher-level control device UE, a display control device HMI, and the like via the CAN. The memory of the sensor control unit 60 is configured as a non-transient tangible storage medium.

[0114] The sensor control unit 60 executes various processes according to the programs stored in the memory, including a determination process to determine whether or not there is road surface interference, a determination process to identify the location that has received an external force, and an output process to output a signal to the outside in response to the pressure change inside the tube 32.

[0115] The sensor control unit 60 includes a determination unit 61, an identification unit 62, and a signal output unit 63 as functional configurations realized on a computer. The determination unit 61 is a functional configuration that determines whether or not there is road surface interference. The identification unit 62 is a functional configuration that identifies the location on the tube 32 where an external force has acted. The signal output unit 63 is a functional configuration that outputs a signal corresponding to a pressure change inside the tube 32 detected by each pressure sensor 33, 34. Note that each functional configuration is merely set for convenience's sake to facilitate understanding of the contents of the present disclosure. Therefore, even if these functional configurations are not actually realized as subroutines or hardware, the requirements of the present disclosure can be satisfied as long as the predetermined functions or processes of the present disclosure are realized.

[0116] Next, an example of the control process executed by the sensor control unit 60 will be described with reference to Fig. 34. The control process shown in Fig. 34 is executed by the sensor control unit 60 periodically or irregularly while the vehicle V is traveling, for example.

[0117] In step S200, the sensor control unit 60 reads the sensor signals output by the pressure sensors 33, 34, the acceleration sensor GS, etc. The sensor control unit 50 reads the sensor output of the acceleration sensor GS via the CAN.

[0118] Next, in step S210, the sensor control unit 60 determines whether or not road interference has occurred based on the outputs of the pressure sensors 33, 34 and the acceleration sensor GS. The sensor control unit 50 determines that road interference has occurred, for example, when the pressure detected by at least one of the pressure sensors 33, 34 exceeds a predetermined threshold pressure for detecting road interference and the acceleration sensor GS detects acceleration in the vertical direction Dv of a certain level or greater. The sensor control unit 50 also determines that road interference has not occurred when the pressures detected by both of the pressure sensors 33, 34 are equal to or less than the predetermined threshold pressure, or when the acceleration sensor GS does not detect acceleration in the vertical direction Dv of a certain level or greater.

[0119] Next, in step S220, the sensor control unit 60 identifies the location where road surface interference occurred. In this example, the sensor control unit 60 identifies the location on the tube 32 where the external force acted based on the time lag between pressure detection by each of the pressure sensors 33, 34. For example, if one of the pressure sensors 33, 34 detects pressure earlier than the other sensor, the sensor control unit 60 identifies the side of the tube 32 closer to the one sensor than the other sensor as the location where the external force acted.

[0120] Here, the process of step S220 is premised on the detection of road interference. Therefore, if road interference is not detected in step S210, the sensor control unit 60 skips the determination process of step S220.

[0121] Next, when road surface interference is detected, the sensor control unit 60 outputs a road surface interference signal indicating this via the CAN to the battery management device BMS, the upper control device UE, the display control device HMI, etc. When road surface interference is detected, the battery management device BMS, for example, performs an abnormality diagnosis on the battery pack CS. When road surface interference is detected, the upper control device UE, for example, activates an automatic brake or the like to restrict the operation of the vehicle V. When road surface interference is detected, the display control device HMI, for example, displays the location that has been subjected to the external force or issues a message urging the driver to check the location.

[0122] The road surface interference sensor 10 described above includes a detection unit 31 that is disposed below the floor panel FP of the vehicle V and detects external forces applied to the vehicle V from the road surface RS side. This detection unit 31 includes a flexible hollow tube 32 and pressure sensors 33, 34 that detect the pressure inside the tube 32, and the tube 32 is filled with a liquid LQ as a pressure transmission medium.

[0123] In this way, if the liquid LQ is sealed inside the tube 32, the air inside the tube 32 is reduced, so even if the deformation of the tube 32 is localized, the external force applied to the vehicle V from the road surface RS side can be properly detected.

[0124] In particular, the road surface interference sensor 10 of this example has a redundant sensor configuration in which the first pressure sensor 33 and the second pressure sensor 34 detect pressure changes inside the tube 32. This makes it possible to determine whether or not there is road surface interference even if one of the first pressure sensor 33 and the second pressure sensor 34 fails.

[0125] The road surface interference sensor 10 of this embodiment also has the following features.

[0126] (1) The liquid LQ is an insulating fluid that has electrical insulating properties. This makes it possible to avoid a decrease in the insulating properties of the road surface interference sensor 10 that would otherwise occur if a liquid were sealed inside the tube 32.

[0127] (2) The road surface interference sensor 10 includes a determination unit 61 that determines the presence or absence of road surface interference. In addition to the detection unit 31, the vehicle V is provided with an acceleration sensor GS as a physical quantity detection unit that detects a physical quantity that changes due to road surface interference. The determination unit 61 determines the presence or absence of road surface interference based on the output of the detection unit 31 and the output of the acceleration sensor GS. This reduces false detection of road surface interference due to malfunction of the detection unit 31 compared to when the presence or absence of road surface interference is determined based solely on the output of the detection unit 31, thereby improving the accuracy of determining road surface interference.

[0128] (3) A signal corresponding to the external force acting on the vehicle V is output to the outside via the communication network of the vehicle V. This makes it possible to detect the external force acting on the vehicle V while reducing the number of I / O ports to which the signal is output.

[0129] (4) A buffer member CP is disposed between the underfloor equipment installed below the floor panel FP and the road surface RS. At least a portion of the detection unit 31 is embedded in the buffer member CP. By embedding at least a portion of the detection unit 31 in the buffer member CP in this manner, the detection unit 31 is protected by the buffer member CP, and the magnitude of the external force applied to the tube 32 of the detection unit 31 can be adjusted to optimize the sensor sensitivity of the road surface interference sensor 10.

[0130] (5) The underfloor equipment is a power storage unit BU configured to include a plurality of battery cells C. This makes it possible to grasp the impact applied to the power storage unit BU based on the output of the road surface interference sensor 10, making it easier to implement measures against problems caused by the impact to the battery pack CS.

[0131] (6) The detection unit 31 is disposed so that at least a portion thereof overlaps two or more battery cells C in the vertical direction Dv. This allows a single detection unit 31 to detect impacts to multiple battery cells C. This greatly contributes to simplifying the sensor configuration of the road surface interference sensor 10.

[0132] [Modifications of the Pressure Sensors 33A and 34A] Modified examples of the pressure sensors 33A and 34A will be described with reference to Figures 35 to 37. The pressure sensors 33A and 34A are each configured as a liquid pressure sensor that is resistant to the liquid LQ sealed in the tube 32.

[0133] 35 and 36, the first pressure sensor 33A includes a case 335, a terminal 332, a sensor element 333, and a circuit board 334. The second pressure sensor 34A has a sensor configuration substantially identical to that of the first pressure sensor 33A. Therefore, the following description will focus on the first pressure sensor 33A, and a description of the second pressure sensor 34A will be omitted.

[0134] The case 335 includes a board placement section 335a in which the sensor element 333 and the circuit board 334 are placed, a connection port 335c in which a pressure introducing hole 335b is formed, and a connector section 335d including the terminal 332. The board placement section 335a, together with the connector section 335d, form a space to accommodate the sensor element 333 and the circuit board 334. A connection port 335c is connected to the board placement section 335a on the side opposite the connector section 335d. A pressure introducing hole 335b with a bottom that communicates with the inside of the tube 32 is formed in the connection port 335c. A thin-walled diaphragm section 335e is formed at the bottom of the pressure introducing hole 335b in the connection port 335c. The sensor element 333 is placed in the diaphragm section 335e on the side opposite the pressure introducing hole 335b. When the diaphragm portion 335e is deformed due to a change in pressure inside the tube 32, the sensor element 333 outputs a signal according to the amount of deformation of the diaphragm portion 335e.

[0135] In the first pressure sensor 33A configured as described above, the accommodating space for the sensor element 333 and the circuit board 334 is separated from the pressure introducing hole 335b by the diaphragm portion 335e. This ensures that the first pressure sensor 33A is resistant to the liquid LQ sealed in the tube 32. This makes it possible to avoid a decrease in the insulation properties of the road surface interference sensor 10 that would otherwise be caused by sealing the liquid LQ inside the tube 32.

[0136] Furthermore, since each of the pressure sensors 33A, 34A in this example is guaranteed to be resistant to the liquid LQ sealed in the tube 32, it is also possible to fill the inside of the tube 32 with only the liquid LQ, as shown in FIG. 37, for example.

[0137] [Variations of sensor configuration] The road surface interference sensor 10 is not limited to the one shown in the above embodiment, and can be modified in various ways, for example, as follows.

[0138] [First Modification] 38, the road surface interference sensor 10 may have a portion of the tube 32 blocked by a blocking member 35 so that the pressure sensors 33, 34 function independently. In this way, the tube 32 is divided into two by the blocking member 35, thereby increasing the sensitivity of each of the pressure sensors 33, 34 to pressure changes.

[0139] [Second Modification] The road surface interference sensor 10 may be configured to detect an external force applied to the vehicle V due to road surface interference by a plurality of detection units 31, for example, as shown in Fig. 39. In the example shown in Fig. 39, the plurality of detection units 31 detect different assembled batteries CS, but they may also detect a common assembled battery CS.

[0140] [Third Modification] The road surface interference sensor 10 may have a configuration in which the detection unit 31 is connected to a looped tube 32 with only the first pressure sensor 33, as shown in Fig. 40. Although the tube 32 is looped in the example shown in Fig. 40, it does not have to be looped.

[0141] [Fourth Modification] For example, as shown in FIG. 41, the road surface interference sensor 10 may be configured such that the sensor control unit 60 is integrated with the battery management system BMS as one functional component of the battery management system BMS. In this case, the road surface interference sensor 10 may be configured to output a signal from the detection unit 31 to the battery management system BMS as an analog signal or a digital signal. The sensor control unit 60 may be configured as an integral part of a control device different from the battery management system BMS. The sensor control unit 60 is not essential and may be omitted.

[0142] [Fifth Modification] In the road surface interference sensor 10, for example, as shown in FIG. 42, the sensor control unit 60 may be configured separately from the battery management unit BMS, and the sensor control unit 60 may be connected to the CAN via the battery management unit BMS.

[0143] Although not shown, the acceleration sensor GS may be connected directly to the sensor control unit 60 of the road surface interference sensor 10, or may be connected to the CAN via other equipment such as a battery management system BMS.

[0144] [Other variations] The pressure sensors 33 and 34 used in the impact sensor 30 are merely examples. The pressure sensors 33 and 34 may be partially different from those described above. This also applies to the pressure sensors 33A and 34A shown in the modified examples.

[0145] It is desirable to use an insulating fluid as the liquid LQ, but this is not a limitation. For example, as long as insulation is ensured in each of the pressure sensors 33, 34, a conductive fluid (for example, a water-soluble liquid) may be used as the liquid LQ.

[0146] The road surface interference sensor 10 preferably includes an identification unit 62 that identifies the location of road surface interference, but is not limited to this. For example, the road surface interference sensor 10 may omit the identification unit 62.

[0147] The road surface interference sensor 10 preferably includes a determination unit 61 that determines whether or not road surface interference has occurred, but is not limited to this. For example, the road surface interference sensor 10 may omit the determination unit 61 and simply detect an external force acting on the vehicle V due to road surface interference.

[0148] The road surface interference sensor 10 does not necessarily require the detection unit 31 to be embedded in the buffer member CP. It is desirable, but not limited to, that at least a portion of the detection unit 31 be disposed so as to extend along the arrangement direction Dst of the battery cells C that make up the battery pack CS. The detection unit 31 may also be disposed so as to extend in a direction perpendicular to the arrangement direction Dst of the battery cells C that make up the battery pack CS. The detection unit 31 may also be disposed so as not to overlap with the battery cells C in the up-down direction Dv.

[0149] The vehicle V to which the road surface interference sensor 10 is applied is not limited to the one described above. The road surface interference sensor 10 can also be applied to a vehicle V driven by an internal combustion engine, a vehicle V in which the under panel UP is omitted, etc. Note that although the road surface interference sensor 10 is configured to detect an impact applied to the power storage unit BU, it may also be configured to detect an impact applied to underfloor equipment other than the power storage unit BU. Also, although the multiple battery cells C that make up the power storage unit BU are restrained as a battery pack CS by restraint bands or the like, this does not have to be the case.

[0150] [Third technological idea] In the third technical idea, an external force applied to the vehicle V from the road surface RS side is detected using a road surface interference sensor 10 including a contact sensor 40 that detects whether or not there is contact between the first electrode sheet 413 and the second electrode sheet 414. Hereinafter, an embodiment of the third technical idea will be described with reference to Figs.

[0151] 43, the road surface interference sensor 10 includes a plurality of contact sensors 40 and a sensor control unit 70. Specifically, the road surface interference sensor 10 is provided with the same number of detection units 41 as the number of battery packs CS. The road surface interference sensor 10 is connected to a CAN, which is a communication network of the vehicle V, and a signal according to the presence or absence of contact between a first electrode sheet 413 and a second electrode sheet 414, which will be described later, is output to the outside via the CAN.

[0152] The contact sensor 40 includes a plurality of detection units 41 that detect external forces applied to the vehicle V from the road surface RS. Each of the plurality of detection units 41 has the same configuration. Below, a representative one of the plurality of detection units 41 will be described in detail, and a description of the others will be omitted.

[0153] 44, the detection unit 41 has a plurality of contact switches 42 and a conductive portion 43 that connects the contact switches 42 to adjacent contact switches 42 or to the sensor control unit 70. The detection unit 41 is connected so that the plurality of contact switches 42 are electrically connected in parallel via the conductive portion 43. In the detection unit 41, the portion that constitutes the contact switches 42 is circular, and the portion that constitutes the conductive portion 43 is rectangular.

[0154] Specifically, as shown in Fig. 45, the detection unit 41 is configured in a sheet shape. The detection unit 41 includes a first outer layer sheet 411, a second outer layer sheet 412, a first electrode sheet 413, a second electrode sheet 414, and a spacer 415. The detection unit 41 is configured as a laminate in which the first outer layer sheet 411, the first electrode sheet 413, the spacer 415, the second electrode sheet 414, and the second outer layer sheet 412 are laminated in this order.

[0155] The first outer sheet 411 and the second outer sheet 412 are made of an electrically insulating thin-film resin material, such as polyethylene naphthalate resin.

[0156] The first electrode sheet 413 and the second electrode sheet 414 are made of a thin film of conductive material. The first electrode sheet 413 and the second electrode sheet 414 are made of, for example, a silver layer covered with a carbon layer. The first electrode sheet 413 and the second electrode sheet 414 are adhered to the first outer layer sheet 411 and the second outer layer sheet 412 so as to face each other.

[0157] The first electrode sheet 413 is adhered to the inner surface of the first outer sheet 411 facing the second outer sheet 412. The second electrode sheet 414 is adhered to the inner surface of the second outer sheet 412 facing the first outer sheet 411.

[0158] Spacer 415 is made of a thin film resin material having electrical insulation properties. Spacer 415 is made of, for example, polyethylene naphthalate resin. Spacer 415 has through holes 416 formed in the area that constitutes contact switch 42. This allows first electrode sheet 413 and second electrode sheet 414 to come into direct contact with each other in the area that constitutes contact switch 42.

[0159] The detection unit 41 is disposed so as to overlap two or more battery cells C in the vertical direction Dv. In this example, the detection unit 41 is disposed below the battery pack CS so as to extend along the arrangement direction Dst of the battery cells C. The detection unit 41 is disposed with its thickness direction aligned with the vertical direction Dv so as to be easily disposed in the gap between the bottom of the case main body SC1 and the underpanel UP. In other words, when the direction in which the first electrode sheet 413 and the second electrode sheet 414 face each other is defined as the electrode facing direction, the detection unit 41 is disposed between the underfloor equipment installed below the floor panel FP and the road surface RS with its electrode facing direction intersecting the underside of the underfloor equipment. The electrode facing direction coincides with the thickness direction of the detection unit 41.

[0160] Specifically, as shown in Fig. 46, at least a portion of the detection unit 41 is embedded in the battery pack CS and the cushioning member CP. The detection unit 41 may be embedded in a groove or notch provided in the cushioning member CP for embedding, or may be sandwiched between two cushioning members CP. Note that the detection unit 41 may be embedded in the cushioning member CP with a portion of the detection unit 41 exposed to the outside of the cushioning member CP.

[0161] The detection unit 41 configured in this manner outputs the potential difference between the first electrode sheet 413 and the second electrode sheet 414 that make up the contact switch 42 as a signal indicating whether or not the electrode sheets 413, 414 are in contact. When the electrode sheets 413, 414 that make up the contact switch 42 come into contact due to an external force while power is being supplied to one of the electrode sheets 413, 414 from a constant voltage source, the detection unit 41 detects a decrease in the potential difference between the electrode sheets 413, 414. This enables the contact sensor 40 to detect an external force based on whether or not the electrode sheets 413, 414 of the contact switch 42 are in contact.

[0162] The sensor control unit 70 is configured as a computer equipped with I / O devices including a processor, memory, and communication unit. A plurality of detection units 41 are connected to the I / O devices of the sensor control unit 70. The sensor control unit 70 is also connected to a CAN. The sensor control unit 70 is connected to a battery management system BMS, an acceleration sensor GS, a higher-level control device UE, a display control device HMI, and the like via the CAN. The memory of the sensor control unit 70 is configured as a non-transient tangible storage medium.

[0163] The sensor control unit 70 executes various processes according to the programs stored in the memory, including a determination process for determining whether or not there is road surface interference, a determination process for identifying the location subjected to external force, and an output process for outputting a signal to the outside according to whether or not there is contact between the electrode sheets 413, 414.

[0164] The sensor control unit 70 includes a determination unit 71, an identification unit 72, and a signal output unit 73 as functional components realized on a computer. The determination unit 71 is a functional component that determines whether or not road surface interference has occurred. The identification unit 72 is a functional component that identifies the location where road surface interference has occurred. The signal output unit 73 is a functional component that outputs a signal according to whether or not the electrode sheets 413, 414 are in contact with each other. Note that each functional component is merely a functional component set for convenience's sake to facilitate understanding of the contents of the present disclosure. Therefore, even if these functional components are not actually realized as subroutines or hardware, the requirements of the present disclosure can be satisfied as long as the predetermined functions or processes of the present disclosure are realized.

[0165] Next, an example of the control process executed by the sensor control unit 70 will be described with reference to Fig. 47. The control process shown in Fig. 47 is executed by the sensor control unit 70 periodically or irregularly while the vehicle V is traveling, for example.

[0166] In step S300, the sensor control unit 70 reads the sensor signals output by the contact sensor 40, the acceleration sensor GS, etc. The sensor control unit 70 reads the sensor output of the acceleration sensor GS via the CAN.

[0167] Next, in step S310, the sensor control unit 70 determines whether or not road interference has occurred based on the outputs of the multiple detection units 41 that make up the contact sensor 40 and the output of the acceleration sensor GS. The sensor control unit 70 determines that road interference has occurred, for example, when the output voltage of at least one of the multiple detection units 41 falls below a predetermined threshold voltage for detecting road interference and the acceleration sensor GS detects acceleration in the vertical direction Dv that is equal to or greater than a certain level. The sensor control unit 70 also determines that road interference has not occurred when the output voltage of each of the multiple detection units 41 is equal to or greater than the threshold voltage for detecting road interference, or when the acceleration sensor GS does not detect acceleration in the vertical direction Dv that is equal to or greater than a certain level.

[0168] Next, in step S320, the sensor control unit 70 identifies one of the plurality of detection units 41 that has detected an external force. The sensor control unit 70 utilizes the fact that the output voltage of a detection unit 41 that has received an external force drops, and identifies one of the plurality of detection units 41 that has detected an external force based on the output voltage of each detection unit 41.

[0169] Here, the process of step S320 is premised on the detection of road interference. Therefore, if road interference is not detected in step S310, the sensor control unit 70 skips the determination process of step S320.

[0170] Next, when road surface interference is detected, the sensor control unit 70 outputs a road surface interference signal indicating this via the CAN to the battery management device BMS, the upper control device UE, the display control device HMI, etc. When road surface interference is detected, the battery management device BMS, for example, performs an abnormality diagnosis on the battery pack CS. When road surface interference is detected, the upper control device UE, for example, activates automatic brakes or the like to restrict the operation of the vehicle V. When road surface interference is detected, the display control device HMI, for example, displays the location that has been subjected to the external force or issues a message urging the driver to check the location.

[0171] The road surface interference sensor 10 described above includes a detection unit 41 that is disposed below the floor panel FP of the vehicle V and detects an external force applied to the vehicle V from the road surface RS. The detection unit 41 has a sheet-like contact switch 42 that has a first electrode sheet 413 and a second electrode sheet 414 that is disposed opposite the first electrode sheet 413 with a predetermined gap between them. The detection unit 41 detects the external force applied to the vehicle V based on the presence or absence of contact between the first electrode sheet 413 and the second electrode sheet 414 of the contact switch 42.

[0172] As described in Patent Document 1, when detecting the change in air pressure inside the tube due to deformation of the tube as an external force, if the deformation of the tube is localized, the change in air pressure is small and it is difficult to properly detect the impact.

[0173] In contrast to this, when detecting an external force based on the presence or absence of contact between the electrode sheets 413, 414, even if the external force acts locally, it is possible to appropriately detect the external force applied to the vehicle V from the road surface RS side. In particular, the road surface interference sensor 10 of this example has excellent mountability to the vehicle V because it does not need to secure space for installing pressure sensors at both ends of the tube, as in Patent Document 1.

[0174] The road surface interference sensor 10 of this embodiment also has the following features.

[0175] (1) When the direction in which the first electrode sheet 413 and the second electrode sheet 414 face each other is defined as the electrode facing direction, the detection unit 41 is disposed between the underfloor equipment installed below the floor panel FP and the road surface RS, with the electrode facing direction intersecting the underside of the underfloor equipment. As a result, the first electrode sheet 413 and the second electrode sheet 414 are disposed in an overlapping state between the underfloor equipment and the road surface RS. This makes it possible to properly detect external forces acting from the road surface RS toward the underfloor equipment.

[0176] (2) A buffer member CP is disposed between the underfloor equipment installed below the floor panel FP and the road surface RS. At least a portion of the detection unit 41 is embedded in the buffer member CP. By embedding at least a portion of the detection unit 41 in the buffer member CP in this manner, the detection unit 41 is protected by the buffer member CP, and the magnitude of the external force applied to the contact switch 42 of the detection unit 41 can be adjusted to optimize the sensor sensitivity of the road surface interference sensor 10.

[0177] (3) The road surface interference sensor 10 includes a determination unit 71 that determines whether or not there is road surface interference. Separately from the detection unit 41, the vehicle V is provided with an acceleration sensor GS as a physical quantity detection unit that detects a physical quantity that changes due to road surface interference. The determination unit 71 determines whether or not there is road surface interference based on the output of the detection unit 41 and the output of the acceleration sensor GS installed in the vehicle V. This reduces false detection of road surface interference due to malfunction of the detection unit 41 compared to when the presence or absence of road surface interference is determined based solely on the output of the detection unit 41, thereby improving the accuracy of determining road surface interference.

[0178] (4) A signal corresponding to the external force acting on the vehicle V is output to the outside via the communication network of the vehicle V. This makes it possible to detect the external force acting on the vehicle V while reducing the number of I / O ports to which the signal is output.

[0179] (5) The underfloor equipment is a power storage unit BU configured to include a plurality of battery cells C. This makes it possible to grasp the impact applied to the power storage unit BU based on the output of the road surface interference sensor 10, making it easier to implement measures against problems caused by the impact to the power storage unit BU.

[0180] (6) The detection unit 41 is disposed so that at least a portion thereof overlaps two or more battery cells C in the vertical direction Dv. This allows a single detection unit 41 to detect impacts to multiple battery cells C. This greatly contributes to simplifying the sensor configuration of the road surface interference sensor 10.

[0181] [Variations of sensor configuration] The road surface interference sensor 10 is not limited to the one shown in the above embodiment, and can be modified in various ways, for example, as follows.

[0182] [First Modification] For example, as shown in FIG. 48, the road surface interference sensor 10 may be configured such that the sensor control unit 70 is integrated with the battery management system BMS as one functional component of the battery management system BMS. In this case, the road surface interference sensor 10 may be configured to output a signal from the detection unit 41 as an analog signal to the battery management system BMS. The sensor control unit 70 may be configured integrally with a control device different from the battery management system BMS. The sensor control unit 70 is not essential and may be omitted.

[0183] [Second Modification] For example, as shown in FIG. 49, the road surface interference sensor 10 may have a plurality of detection units 41 each connected to a sensor control unit 70, and the sensor control unit 70 connected to the CAN via the battery management unit BMS.

[0184] The road surface interference sensor 10 may be configured such that, for example, the sensor control unit 70 is integrated with the battery management system BMS, and each of the plurality of detection units 41 is connected to the battery management system BMS.

[0185] The acceleration sensor GS may be directly connected to, for example, the sensor control unit 70 of the road surface interference sensor 10. The acceleration sensor GS may also be connected to the CAN via another device such as a battery management system BMS.

[0186] [Third Modification] Although the detection unit 41 in the above-described embodiment has a circular contact switch 42 and a rectangular conductive portion 43, the detection unit 41 is not limited to this. For example, as shown in Fig. 50, the detection unit 41 may be configured with a rectangular contact switch 44.

[0187] 51, in order to expand the external force detection range, the dimension of the short side of the contact switch 44 in a plan view is made sufficiently larger than the thickness of the contact switch 44. Furthermore, the contact switch 44 is configured to be thin (for example, about 1 mm to 2 mm) so that it can be placed in the gap between the lid portion SC2 of the storage case SC and the underpanel UP.

[0188] 52, contact switch 44 includes a first electrode sheet 441, a second electrode sheet 442, and an insulating material 443. Contact switch 44 is configured as a laminate in which first electrode sheet 441, insulating material 443, and second electrode sheet 442 are laminated in this order.

[0189] The first electrode sheet 441 and the second electrode sheet 442 are made of a thin film of conductive material. The first electrode sheet 441 and the second electrode sheet 442 are made of, for example, a silver layer covered with a carbon layer. The first electrode sheet 441 and the second electrode sheet 442 are connected to each other via a plurality of insulating materials 443. A plurality of insulating materials 443 extending in the short direction of contact switch 44 are arranged at intervals in the long direction of contact switch 44 between first electrode sheet 441 and second electrode sheet 442. The arrangement intervals of the plurality of insulating materials 443 are set appropriately in advance according to the anticipated detection target.

[0190] The thickness of insulating material 443 is sufficiently greater than the thickness of first electrode sheet 441 and second electrode sheet 442. Insulating material 443 in this example functions as a spacer that defines the gap between first electrode sheet 441 and second electrode sheet 442 in gap region 444 where insulating material 443 is not provided. Insulating material 443 is joined to first electrode sheet 441 and second electrode sheet 442 with adhesive or double-sided tape. Insulating material 443 is elastically deformable in its thickness direction. Insulating material 443 is made of a sponge-like resin material that has electrical insulating properties. This allows first electrode sheet 441 and second electrode sheet 442 to come into direct contact with each other in gap region 444 when insulating material 443 is compressed in the thickness direction. Insulating material 443 may also be made of a rubber material.

[0191] When an external force acts on contact switch 44 configured in this manner, as shown in FIG. 53, for example, first electrode sheet 441 and second electrode sheet 442 come into contact with each other, thereby detecting the external force.

[0192] The contact switch 44 of this example does not have a hollow space like the tubular pressure sensor 20, and has a three-layer structure consisting of electrode sheets 441, 442 and an insulating material 443. This allows it to be thinner than the pressure sensor 20. Also, while there is a trade-off between trying to make the tubular pressure sensor 20 thinner and narrowing the external force detection range, this trade-off does not occur with the contact switch 44. In other words, the contact switch 44 of this example has the advantage of being able to be made thinner while still maintaining the external force detection range. This greatly contributes to improving mountability.

[0193] Furthermore, since the insulating material 443 is made of a material that can absorb shock, such as a sponge, there is no need to provide a separate buffer material. This contributes greatly to simplifying the contact switch 44.

[0194] Here, the contact switch 44 of this example has been described as an example in which the insulating material 443 functions as a spacer that defines the gap between the first electrode sheet 441 and the second electrode sheet 442 in the gap region 444, but is not limited to this.

[0195] 54, in the contact switch 44, the distance between the first electrode sheet 441 and the second electrode sheet 442 in the gap region 444 may be defined by a recess 442a formed in the second electrode sheet 442 so as to be spaced apart from the first electrode sheet 441. Note that the distance between the first electrode sheet 441 and the second electrode sheet 442 in the gap region 444 may be defined by a recess formed in the first electrode sheet 441 so as to be spaced apart from the second electrode sheet 442.

[0196] [Other variations] Each detection unit 41 used in the contact sensor 40 is an example. Each detection unit 41 may be partially different from the one described above. At least a portion of the detection unit 41 may be disposed between the underfloor equipment installed below the floor panel FP and the road surface RS, with the electrode facing direction parallel to the underside of the underfloor equipment.

[0197] It is desirable that the road surface interference sensor 10 includes a determination unit 71 that determines whether or not there is road surface interference, but this is not limiting. For example, the road surface interference sensor 10 may omit the determination unit 71 and simply detect external forces acting on the vehicle V due to road surface interference. For example, the road surface interference sensor 10 may be configured to determine whether or not there is road surface interference based only on the output of the detection unit 21.

[0198] The road surface interference sensor 10 may be configured to output a signal corresponding to an external force acting on the vehicle V to the outside by means other than the communication network of the vehicle V. The road surface interference sensor 10 does not require the detection unit 41 to be embedded in the cushioning member CP. Furthermore, it is desirable that at least a portion of the detection unit 41 is arranged to extend along the arrangement direction Dst of the battery cells C that make up the battery pack CS, but this is not limited to this. The detection unit 41 may also be arranged to extend in a direction perpendicular to the arrangement direction Dst of the battery cells C that make up the battery pack CS. The detection unit 21 may also be arranged so as not to overlap with the battery cells C in the up-down direction Dv.

[0199] The vehicle V to which the road surface interference sensor 10 is applied is not limited to the one described above. The road surface interference sensor 10 can also be applied to a vehicle V driven by an internal combustion engine, a vehicle V in which the under panel UP is omitted, etc. Note that although the road surface interference sensor 10 is configured to detect an impact applied to the power storage unit BU, it may also be configured to detect an impact applied to underfloor equipment other than the power storage unit BU. Also, although the multiple battery cells C that make up the power storage unit BU are restrained as a battery pack CS by restraint bands or the like, this does not have to be the case.

[0200] [Fourth technological idea] The fourth technical idea relates to a monitoring system 100 that uses a monitoring unit 110 that includes the road surface interference sensor 10 described in the first to third technical ideas and a monitoring sensor that monitors on-vehicle equipment. An embodiment of the fourth technical idea will be described below with reference to Figs. 55 and 56.

[0201] The monitoring system 100 includes a road surface interference sensor 10 described in any one of the first to third technical concepts, a monitoring unit 110, and a battery management system BMS. Note that since the road surface interference sensor 10 is configured as described in any one of the first to third technical concepts, a description of the road surface interference sensor 10 will be omitted.

[0202] The monitoring unit 110 monitors the in-vehicle devices that are located near the floor panel. In this example, the monitoring unit 110 monitors the state of the power storage unit BU of the battery pack BP. That is, in this example, the battery pack BP, whose battery cells C are composed of lithium ion batteries, is the device to be monitored by the monitoring unit 110.

[0203] The monitoring unit 110 includes a monitoring microcomputer 111, a voltage sensor 112, a current sensor 113, a battery temperature sensor 114, a pack internal pressure sensor 115, and a gas sensor 116. In this example, the voltage sensor 112, the current sensor 113, the battery temperature sensor 114, the pack internal pressure sensor 115, and the gas sensor 116 make up the monitoring sensors. The monitoring microcomputer 111 is a control unit that controls the operation of various monitoring sensors. The monitoring microcomputer 111 is connected to the battery management system BMS so as to be able to communicate with the battery management system BMS. The monitoring microcomputer 111 controls the operation of the monitoring sensors in response to signals input from the battery management system BMS.

[0204] The voltage sensor 112 detects the block voltage of the battery pack CS that constitutes the power storage unit BU and the cell voltage of the battery cell C. The current sensor 113 detects the current flowing through the battery pack CS that constitutes the power storage unit BU. The battery temperature sensor 114 detects the temperature of the power storage unit BU. The sensor outputs of the voltage sensor 112, current sensor 113, and battery temperature sensor 114 are input to the battery management system BMS via the monitoring microcomputer 111.

[0205] The pack internal pressure sensor 115 detects the pressure inside the storage case SC of the battery pack BP as the pack internal pressure. The gas sensor 116 detects gas leaking from the power storage unit BU, for example, when the power storage unit BU is damaged. The sensor outputs of the pack internal pressure sensor 115 and the gas sensor 116 are input to the battery management system BMS via the monitoring microcomputer 111.

[0206] The monitoring unit 110 configured as described above receives the sensor output of the road surface interference sensor 10 via the battery management unit BMS. The monitoring unit 110 of this example controls the operations of various monitoring sensors in accordance with the sensor output of the road surface interference sensor 10.

[0207] The battery management unit BMS receives as input the sensor outputs of the various monitoring sensors and the sensor output from the road surface interference sensor 10. The battery management unit BMS monitors the presence or absence of an abnormality in the power storage unit BU using the sensor outputs of the various monitoring sensors and the sensor output from the road surface interference sensor 10. The battery management unit BMS is configured to be able to constantly monitor the power storage unit BU when the vehicle V is in a ready-on state where it is possible to travel. The battery management unit BMS is also configured to basically go into a sleep state when the vehicle V is in a ready-off state where it is not possible to travel. However, the battery management unit BMS has a wake-up function that returns it from the sleep state in response to an external input signal even when it is in the ready-off state.

[0208] Next, an example of the monitoring process of the power storage unit BU in the monitoring system 100 will be described with reference to Fig. 56. The monitoring system 100 periodically or irregularly executes the control routine shown in Fig. 56. Note that various processes included in the monitoring process are executed by any one of the road surface interference sensor 10, the monitoring microcomputer 111, and the battery management system BMS that constitute the monitoring system 100.

[0209] 56, the monitoring system 100 first reads various signals in step S400. The monitoring system 100 reads the sensor output of the road surface interference sensor 10 and the sensor output of the monitoring sensor included in the monitoring unit 110, for example.

[0210] In step S405, the monitoring system 100 determines whether an external force due to road surface interference has been detected as an impact. judgementSpecifically, one of the road surface interference sensor 10 and the monitoring unit 110 compares the external force detected by the road surface interference sensor 10 with a predetermined threshold value to determine whether or not an external force has been applied to the vehicle V. Note that the predetermined threshold value is set to, for example, an external force that is expected to have an effect on the power storage unit BU that is the monitoring target of the monitoring unit 110.

[0211] If the result of the determination process in step S405 indicates that an impact has been detected, the monitoring system 100 proceeds to step S410, sets the impact flag FL_sl to "1," and issues a warning to the user using an HMI, etc. The impact flag FL_sl is a flag indicating that the vehicle V has been subjected to an impact of a level that will affect the power storage unit BU, and its initial value is set to "0."

[0212] On the other hand, if the result of the determination process in step S405 indicates that no impact has been detected, the monitoring system 100 skips step S410 and proceeds to the process in step S415.

[0213] In step S415, the monitoring system 100 determines whether the vehicle V is parked. The monitoring system 100 determines whether the vehicle V is parked, for example, based on a ready-on state in which the vehicle V is capable of traveling and a ready-off state in which the vehicle V is unable to travel. Note that the determination of whether the vehicle V is parked may also be made based on the state of the parking brake, for example.

[0214] If the vehicle V is not parked, the monitoring system 100 proceeds to step S420 and constantly monitors the power storage unit BU using various monitoring sensors. The monitoring system 100 monitors for the presence or absence of charging / discharging abnormalities based on the sensor outputs of, for example, the voltage sensor 112 and the current sensor 113. In addition, the monitoring system 100 monitors for the presence or absence of abnormalities such as thermal runaway in the power storage unit BU based on the sensor outputs of the battery temperature sensor 114, the pack internal pressure sensor 115, and the gas sensor 116. Note that the term "constant monitoring" here is a concept that includes not only the operation of continuously receiving signals from the monitoring sensors, but also the operation of receiving signals from the monitoring sensors at predetermined short intervals.

[0215] Next, in step S420, the monitoring system 100 determines whether or not an abnormality in the power storage unit BU has been detected by the constant monitoring of the power storage unit BU. Then, when the monitoring system 100 detects thermal runaway in the power storage unit BU by the constant monitoring of the power storage unit BU, the monitoring system 100 proceeds to step S430 and issues a warning to urge the occupants to evacuate from the vehicle V. Note that, for example, when an abnormality other than thermal runaway is detected by the constant monitoring of the power storage unit BU, the monitoring system 100 issues a warning to the driver or the like to urge repair or inspection.

[0216] On the other hand, if the vehicle V is parked, the monitoring system 100 proceeds to step S435, where it determines whether or not the impact flag FL_sl is 1. In other words, the monitoring system 100 determines whether or not the road surface interference sensor 10 has detected an impact of a level that will have some effect on the power storage unit BU.

[0217] If the impact flag FL_sl is "1", in step S440, the monitoring system 100 inputs information indicating that an impact has been detected from the battery management unit BMS as an impact history to the monitoring unit 110. The impact history may include, for example, not only the fact that an impact has been detected, but also the time at which the impact was detected, the location at which the impact occurred, and the like.

[0218] Next, the monitoring system 100 executes a monitoring enhancement process to enhance monitoring of the power storage unit BU that is the monitoring target. In this example, as the monitoring enhancement process, the monitoring system 100 executes a process to increase the types of monitoring sensors that monitor the power storage unit BU and determine whether or not there is an abnormality in the power storage unit BU.

[0219] Specifically, in step S445, the monitoring system 100 executes a process to determine whether or not there is an abnormality (for example, thermal runaway) in the power storage unit BU, using the sensor outputs of both the pack internal pressure sensor 115 and the gas sensor 116. In this process, the sampling period of the sensor output is longer than during continuous monitoring, in order to reduce the power consumption of the power storage unit BU.

[0220] Next, in step S450, the monitoring system 100 determines whether or not an abnormality in the power storage unit BU has been detected by intermittent monitoring of the power storage unit BU. Then, when an abnormality in the power storage unit BU is detected by intermittent monitoring of the power storage unit BU, the monitoring system 100 proceeds to step S455 and wakes up the battery management system BMS, which is in a sleep state. Thereafter, in step S430, the monitoring system 100 issues a warning to urge passengers to evacuate from the vehicle V. Note that, for example, when an abnormality other than thermal runaway is detected by monitoring the power storage unit BU, the monitoring system 100 issues a warning to the driver or the like to urge repair or inspection.

[0221] On the other hand, when the impact flag FL_sl is "0", the monitoring system 100 proceeds to step S460. In step S460, the monitoring system 100 executes a process in which the monitoring level of the power storage unit BU is lowered compared to when the impact flag FL_sl is "1". In this example, the monitoring system 100 executes a process to determine whether or not an abnormality exists in the power storage unit BU by reducing the number of monitoring sensors that monitor the power storage unit BU.

[0222] Specifically, the monitoring system 100 executes a process for determining whether or not there is an abnormality (for example, thermal runaway) in the power storage unit BU, using the sensor output of the pack internal pressure sensor 115 out of the pack internal pressure sensor 115 and the gas sensor 116. In this process, the sampling period of the sensor output is longer than during continuous monitoring, so as to reduce the power consumption of the power storage unit BU.

[0223] Next, in step S450, the monitoring system 100 determines whether or not an abnormality in the power storage unit BU has been detected by intermittent monitoring of the power storage unit BU. Then, when an abnormality in the power storage unit BU is detected by intermittent monitoring of the power storage unit BU, the monitoring system 100 proceeds to step S455 and wakes up the battery management system BMS, which is in a sleep state. Thereafter, in step S430, the monitoring system 100 issues a warning to urge passengers to evacuate from the vehicle V. Note that, for example, when an abnormality other than thermal runaway is detected by monitoring the power storage unit BU, the monitoring system 100 issues a warning to the driver or the like to urge repair or inspection.

[0224] The monitoring system 100 described above includes the road surface interference sensor 10 according to any one of the first to third technical concepts, and a monitoring unit 110 including a monitoring sensor that monitors the presence or absence of abnormalities in on-vehicle equipment. The monitoring unit 110 receives the sensor output of the road surface interference sensor 10 and controls the operation of the monitoring sensor in accordance with the sensor output.

[0225] In this way, if the sensor output of road surface interference sensor 10 is configured to be input to monitoring unit 110, it is possible to determine an abnormality in the on-board equipment by correlating the impact to vehicle V with the monitoring results of the on-board equipment, thereby improving the accuracy of detecting abnormalities in the on-board equipment. In addition, since the configuration allows the sensor output of road surface interference sensor 10 to be used as a trigger to change the operation of the monitoring sensor, it is expected that unnecessary operation of the monitoring sensor will be suppressed, thereby saving power.

[0226] Furthermore, the monitoring system 100 of this example has the following features. (1) The monitoring system 100 uses either the road surface interference sensor 10 or the monitoring unit 110 to compare the external force detected by the road surface interference sensor 10 with a predetermined threshold to determine whether an impact has been applied to the vehicle V. This makes it possible to detect an impact to the vehicle V caused by a physical factor such as road surface interference. This makes it possible to determine an abnormality in the on-vehicle equipment by associating the impact to the vehicle V with the monitoring results of the on-vehicle equipment.

[0227] (2) Specifically, when the monitoring system 100 detects that the vehicle V has been subjected to an impact based on the sensor output of the road surface interference sensor 10, it executes a monitoring strengthening process to strengthen monitoring of the on-board devices that are the target of monitoring. This makes it possible to appropriately detect abnormalities in the on-board devices caused by external forces while reducing the monitoring burden on the on-board devices.

[0228] (3) The energy storage unit BU, which is one of the onboard devices, monitors voltage, current, temperature, etc. when the vehicle V is in a ready-on state. However, when the vehicle V enters a ready-off state, the frequency of monitoring may be reduced in order to reduce the power consumption of the energy storage unit BU.

[0229] On the other hand, an abnormality in the power storage unit BU caused by an impact on the vehicle V may occur immediately after the impact is applied, or may occur some time after the impact is applied. For this reason, for example, if the vehicle V is put into the ready-off state after receiving an impact while the vehicle V is traveling, there is a risk that the abnormality in the power storage unit BU cannot be properly detected.

[0230] Taking these factors into consideration, the monitoring system 100 of the present disclosure is configured to execute enhanced monitoring processing when the road surface interference sensor 10 detects that an external force has been applied to the vehicle V and the vehicle V is in a ready-off state. This makes it possible to appropriately detect abnormalities such as thermal runaway of the power storage unit BU while suppressing the power consumption of the power storage unit BU in the ready-off state.

[0231] (4) Here, for example, if the battery pack BP and the power storage unit BU are damaged by an impact applied to the vehicle V, there is a risk of thermal runaway occurring in the power storage unit BU. In the early stages of this thermal runaway, changes in the pressure inside the battery pack BP and gas leakage from the battery cells C tend to occur more easily than the voltage or temperature of the power storage unit BU. Furthermore, if the housing case SC of the battery pack BP is damaged and its airtightness is lost, the internal pressure of the housing case SC becomes atmospheric pressure, and it may be difficult to detect thermal runaway in the power storage unit BU based solely on changes in the pressure inside the battery pack BP.

[0232] Taking these factors into consideration, in the monitoring system 100 of this example, when an impact is detected, the presence or absence of an abnormality (for example, thermal runaway) in the power storage unit BU is determined using the sensor outputs of both the pack internal pressure sensor 115 and the gas sensor 116. This has the advantage of making it easier to detect thermal runaway in the power storage unit BU at an early stage.

[0233] In particular, in this example, the sensor outputs of both the pack internal pressure sensor 115 and the gas sensor 116 are used to detect thermal runaway of the power storage unit BU. Therefore, even if the storage case SC of the battery pack BP is damaged and thermal runaway of the power storage unit BU cannot be detected by the sensor output of the pack internal pressure sensor 115, thermal runaway of the power storage unit BU can be appropriately detected based on the sensor output of the gas sensor 116.

[0234] (5) If an abnormality in the power storage unit BU is detected while the vehicle V is in a ready-off state, the monitoring system 100 is preferably configured to externally notify information urging an inspection of the power storage unit BU when the ready-off state is switched from the ready-off state to the ready-on state. In this manner, even if an abnormality occurs in the power storage unit BU while the vehicle V is in a ready-off state due to an impact applied while the vehicle V is traveling, the abnormality will be notified the next time the vehicle V is used. This makes it possible to avoid using the vehicle V when an abnormality exists in the power storage unit BU.

[0235] [System configuration variations] The monitoring system 100 is not limited to the above-described embodiment, and can be modified in various ways, for example, as follows.

[0236] [First Modification] The monitoring system 100 has been exemplified as one in which the battery management device BMS and the monitoring unit 110 are configured separately, but this is not limited thereto, and for example, the battery management device BMS and the monitoring unit 110 may be configured by a common microcomputer.

[0237] [Second Modification] The monitoring sensors given above are a monitoring microcomputer 111, a voltage sensor 112, a current sensor 113, a battery temperature sensor 114, a pack internal pressure sensor 115, and a gas sensor 116, but these are just examples, and the monitoring unit 110 may be configured with monitoring sensors different from those described above.

[0238] [Third Modification] The monitoring system 100 may be configured to use equipment other than the road surface interference sensor 10 and the monitoring unit 110 to compare the external force detected by the road surface interference sensor 10 with a predetermined threshold value to determine whether or not an impact has been applied to the vehicle V.

[0239] [Fourth Modification] The enhanced monitoring process is not limited to the process of determining whether or not there is an abnormality in the power storage unit BU using the sensor outputs of both the pack internal pressure sensor 115 and the gas sensor 116. The enhanced monitoring process may be configured to execute, for example, any of the processes (1) to (5) shown in Fig. 57. The process described in (1) is a process for increasing the number of types of sensors for detecting abnormalities in the on-board devices to be monitored. The process described in (2) is a process for increasing the frequency of the monitoring operation of the in-vehicle device to be monitored. The process described in (3) is a process of changing the setting of the determination threshold for determining whether or not there is an abnormality in the on-board device to be monitored to a value close to the normal range. The process described in (4) is a process for determining whether or not there is an abnormality by using, among multiple state quantities indicating the state of the on-board equipment to be monitored, the one that has a high correlation with an abnormality in the on-board equipment to be monitored. The process described in (5) is a process of comparing and monitoring the sensor output before and after impact detection. By comparing and monitoring the sensor output before and after impact detection, it becomes possible to monitor, for example, changes in the state of the in-vehicle device compared to before impact detection.

[0240] [Fifth Modification] The monitoring system 100 is configured to execute enhanced monitoring processing when the road surface interference sensor 10 detects that an external force has been applied to the vehicle V and the vehicle V is in a ready-off state, but this does not have to be the case.

[0241] [Sixth Modification] The monitoring system 100 is equipped with the road surface interference sensor 10 described in the first to third technical concepts, but may also be configured to include an impact sensor (for example, an acceleration sensor) other than the road surface interference sensor 10.

[0242] [Seventh Modification] The monitored device of the monitoring system 100 is not limited to a battery pack BP whose battery cells C are composed of lithium ion batteries. For example, as shown in Fig. 58, the monitoring system 100 may be configured to monitor a battery pack BP whose battery cells C are composed of all-solid-state batteries using the monitoring unit 110.

[0243] All-solid-state batteries are batteries in which the electrolyte is made of a solid, and are less likely to malfunction due to temperature changes than lithium-ion batteries and the like. On the other hand, sulfide-based all-solid-state batteries may react with water to generate hydrogen sulfide. For this reason, when the battery cell C is made of an all-solid-state battery, it is desirable that the monitoring unit 110 be configured to include a humidity sensor 117 that detects the humidity around the battery cell C and a hydrogen sulfide sensor 118 that detects hydrogen sulfide. Note that the monitoring unit 110 may be provided with a water sensor that detects moisture around the battery cell C instead of the humidity sensor 117.

[0244] An example of a process for monitoring an all-solid-state battery in the monitoring system 100 will be described below with reference to Fig. 59. The processes from steps S500 to S535 shown in Fig. 59 are substantially the same as the processes from steps S400 to S435 shown in Fig. 56, and therefore description thereof will be omitted.

[0245] If the determination result in step S535 is "FL_sl = 1," the monitoring system 100 inputs information indicating that an impact has been detected from the battery management device BMS as an impact history to the monitoring unit 110 in step S540. Then, the monitoring system 100 executes a monitoring enhancement process that enhances monitoring of the all-solid-state battery being monitored. In this example, the monitoring system 100 executes a process in step S545 to determine whether or not an abnormality has occurred in the all-solid-state battery using the sensor outputs of both the humidity sensor 117 and the hydrogen sulfide sensor 118. In this process, the sensor output sampling period is longer than that during continuous monitoring in order to reduce power consumption of the all-solid-state battery. Then, in step S550, the monitoring system 100 determines whether or not an abnormality has been detected in the all-solid-state battery through intermittent monitoring of the all-solid-state battery. If an abnormality has been detected in the all-solid-state battery, the monitoring system 100 proceeds to step S555. In step S555, the battery management device BMS, which is in a sleep state, is woken up.

[0246] If the determination result in step S535 is "FL_sl=0," the monitoring system 100 proceeds to step S560. In step S560, the monitoring system 100 executes a process in which the monitoring level of the all-solid-state battery is lowered compared to when the impact flag FL_sl is "1." In this example, the monitoring system 100 executes a process to determine whether or not an abnormality (e.g., thermal runaway) exists in the all-solid-state battery using the sensor output of one of the humidity sensor 117 and the hydrogen sulfide sensor 118. In this process, the sensor output sampling period is longer than that during continuous monitoring in order to reduce power consumption of the all-solid-state battery. Thereafter, in step S550, the monitoring system 100 determines whether or not an abnormality in the all-solid-state battery has been detected by the intermittent monitoring of the all-solid-state battery, and if an abnormality in the all-solid-state battery is detected, the monitoring system 100 proceeds to step S555. In step S555, the battery management unit BMS, which is in a sleep state, is woken up.

[0247] As described above, it is desirable that the enhanced monitoring process be set according to the characteristics of the battery cell C to be monitored. Note that the above description is merely an example, and the enhanced monitoring process may be different from the above description.

[0248] [Other embodiments] In the above-described embodiments, it goes without saying that the elements constituting the embodiments are not necessarily essential unless they are specifically stated as essential or are clearly considered essential in principle.

[0249] In the above-described embodiments, when numerical values ​​such as the number, values, amounts, ranges, etc. of components of the embodiments are mentioned, they are not limited to the specific numbers unless they are specifically stated as essential or are clearly limited to a specific number in principle.

[0250] In the above-described embodiments, when referring to the shapes, positional relationships, etc. of components, etc., the shapes, positional relationships, etc. are not limited to those unless otherwise specified or when they are fundamentally limited to specific shapes, positional relationships, etc.

[0251] The controller and method of the present disclosure may be implemented on a special-purpose computer by configuring a processor and memory programmed to perform one or more functions embodied in a computer program. The controller and method of the present disclosure may be implemented on a special-purpose computer by configuring a processor with one or more dedicated hardware logic circuits. The controller and method of the present disclosure may be implemented on one or more special-purpose computers configured with a processor and memory programmed to perform one or more functions in combination with a processor configured with one or more hardware logic circuits. The computer program may also be stored on a computer-readable non-transitory tangible storage medium as instructions executed by a computer.

[0252] [Multiple technical perspectives]

[0253] [First technical idea] The first technical idea has the following multiple aspects. [First viewpoint] A road surface interference sensor, a detection unit (21) disposed below a floor panel (FP) of a vehicle (V) and configured to detect an external force applied to the vehicle from a road surface (RS); The detection unit includes a hollow insulator (22) and a plurality of electrode wires (23, 24, 26, 27) arranged on the inner surface (22a) of the insulator, and detects the external force based on whether or not the plurality of electrode wires are in contact with each other.

[0254] [Second perspective] The detection unit includes an outer layer member (25) that covers the insulator, The road surface interference sensor according to a first aspect, wherein the outer layer member is made of an elastic member having higher rigidity than the insulator.

[0255] [Third Perspective] a plate-shaped protector portion (281) disposed on the road surface side of the floor panel; a displacement portion (282) that displaces the protector portion in a direction approaching the floor panel when the external force is applied to the protector portion, The protector portion has higher rigidity than the insulator, and the area of ​​the portion that overlaps with the road surface is larger than that of the detection portion, The road surface interference sensor described in the first aspect, wherein the detection unit is arranged between the protector unit and the floor panel and is pressed by the protector unit when the external force causes the protector unit to be displaced in a direction approaching the floor panel.

[0256] [Fourth viewpoint] The road surface interference sensor according to a third aspect, wherein the displacement portion is configured with a deformation member (282) that has lower rigidity than the protector portion and that deforms when the external force is applied.

[0257] [Fifth viewpoint] The road surface interference sensor according to a fourth aspect, wherein the deformable member includes a thin-walled portion (283a) that is thinner than the protector portion, and is a spring portion (283) that deforms in a direction approaching the floor panel by bending from the thin-walled portion.

[0258] [Sixth viewpoint] The road surface interference sensor according to a fourth aspect, wherein the deformable member is a cushion portion (285) having lower rigidity than the protector portion.

[0259] [Seventh viewpoint] A road surface interference sensor as described in any one of the first to sixth aspects, wherein the plurality of electrode wires are arranged spirally in the longitudinal direction of the insulator along the inner surface of the insulator without being in electrical contact with each other.

[0260] [Eighth viewpoint] a signal output unit (53) that outputs a signal according to whether or not the plurality of electrode wires are in contact with each other; A road surface interference sensor according to any one of the first to seventh aspects, wherein the signal output unit is connected to a series connection body (SCB) in which a plurality of the detection units are electrically connected in series.

[0261] [Ninth viewpoint] In the road surface interference sensor according to an eighth aspect, in the detection section, at least two of the electrode wires are connected via an electric resistor (R).

[0262] [10th viewpoint] an identifying unit (52) that identifies the one of the plurality of detecting units that has detected the external force; At least some of the detection units have an electrical resistance value of the electrical resistor different from that of the other detection units, The road surface interference sensor according to a ninth aspect, wherein the identifying unit identifies the one of the plurality of detecting units that has detected the external force based on an output from the series-connected body.

[0263] [11th viewpoint] a determination unit (51) for determining whether or not there is road surface interference; The vehicle is provided with a physical quantity detection unit (GS) that detects a physical quantity that changes due to the road surface interference, separately from the detection unit, The road surface interference sensor according to any one of the first to tenth aspects, wherein the determination unit determines whether or not there is road surface interference based on the output of the detection unit and the output of the physical quantity detection unit.

[0264] [12th viewpoint] The road surface interference sensor according to any one of the first to eleventh aspects, wherein a signal corresponding to the external force applied to the vehicle is output to the outside via a communication network of the vehicle.

[0265] [13th viewpoint] A buffer member (CP) is disposed between the underfloor equipment installed below the floor panel and the road surface, The road surface interference sensor according to any one of the first to twelfth aspects, wherein the detection section is at least partially embedded in the buffer member.

[0266] [14th viewpoint] The road surface interference sensor according to a thirteenth aspect, wherein the underfloor equipment is a power storage unit (BU) configured to include a plurality of battery cells (C).

[0267] [15th viewpoint] The road surface interference sensor according to a fourteenth aspect, wherein the detection unit is disposed so that at least a portion of the detection unit overlaps two or more of the battery cells in the vertical direction.

[0268] [16th viewpoint] 1. A monitoring system comprising: A road surface interference sensor (10) according to any one of the first to fifteenth aspects; a monitoring unit (110) including at least one monitoring sensor (112, 113, 114, 115, 116) for monitoring whether or not there is an abnormality in the on-board device (BP); The monitoring unit receives the sensor output of the road surface interference sensor and controls the operation of the monitoring sensor in accordance with the sensor output.

[0269] [17th viewpoint] A monitoring system as described in a sixteenth aspect, wherein one of the road surface interference sensor and the monitoring unit compares the external force detected by the road surface interference sensor with a predetermined threshold value to determine whether an impact has been applied to the vehicle.

[0270] [Second technical idea] The second technical idea has the following multiple aspects.

[0271] [First viewpoint] A road surface interference sensor, a detection unit (31) disposed under a floor panel (FP) of a vehicle (V) and configured to detect an external force applied to the vehicle from a road surface (RS); The road surface interference sensor includes a flexible hollow tube (32) and pressure sensors (33, 34) that detect the pressure inside the tube, and a liquid is sealed inside the tube as a pressure transmission medium.

[0272] As described in Patent Document 1, when detecting the change in air pressure inside the tube due to deformation of the tube as an external force, if the deformation of the tube is localized, the change in air pressure is small and it is difficult to properly detect the impact.

[0273] In contrast, if a non-compressible fluid, liquid, is sealed inside the tube, the air inside the tube is reduced, so even if the deformation of the tube is localized, the external force applied to the vehicle from the road surface can be properly detected.

[0274] [Second perspective] The road surface interference sensor according to the first aspect, wherein the liquid is an insulating fluid.

[0275] [Third Perspective] The road surface interference sensor according to the first or second aspect, wherein the pressure sensor is configured as a liquid pressure sensor that is resistant to the liquid.

[0276] [Fourth viewpoint] a determination unit (61) for determining whether or not there is road surface interference; The vehicle is provided with a physical quantity detection unit (GS) that detects a physical quantity that changes due to the road surface interference, separately from the detection unit, The road surface interference sensor according to any one of the first to third aspects, wherein the determination unit determines the presence or absence of road surface interference based on the output of the detection unit and the output of the physical quantity detection unit.

[0277] [Fifth viewpoint] The road surface interference sensor according to any one of the first to fourth aspects, wherein a signal corresponding to the external force applied to the vehicle is output to the outside via a communication network of the vehicle.

[0278] [Sixth viewpoint] A buffer member (CP) is disposed between the underfloor equipment installed below the floor panel and the road surface, The road surface interference sensor according to any one of the first to fifth aspects, wherein the detection section is at least partially embedded in the buffer member.

[0279] [Seventh viewpoint] The road surface interference sensor according to a sixth aspect, wherein the underfloor equipment is a power storage unit (BU) configured to include a plurality of battery cells (C).

[0280] [Eighth viewpoint] The road surface interference sensor according to a seventh aspect, wherein the detection unit is disposed so that at least a portion of the detection unit overlaps two or more of the battery cells in the vertical direction.

[0281] [Third technological idea] The third technical idea has the following multiple aspects. [First viewpoint] A road surface interference sensor, a detection unit (41) disposed below a floor panel (FP) of a vehicle (V) and configured to detect an external force applied to the vehicle from a road surface (RS); The detection unit includes a sheet-like contact switch (42) having a first electrode sheet (413) and a second electrode sheet (414) arranged opposite the first electrode sheet with a predetermined gap therebetween, and is a road surface interference sensor that detects the external force based on whether or not the first electrode sheet and the second electrode sheet are in contact with each other.

[0282] As described in Patent Document 1, when detecting the change in air pressure inside the tube due to deformation of the tube as an external force, if the deformation of the tube is localized, the change in air pressure is small and it is difficult to properly detect the impact.

[0283] In contrast, when detecting an external force based on the presence or absence of contact between each electrode sheet, it is possible to appropriately detect an external force applied to the vehicle from the road surface even if the external force acts locally. In addition, if the detection unit is configured to include a sheet-shaped contact switch, there is also the advantage that it can be easily placed in the limited space below the floor panel.

[0284] [Second perspective] When the direction in which the first electrode sheet and the second electrode sheet face each other is defined as an electrode facing direction, The road surface interference sensor described in the first aspect, wherein the detection unit is arranged between underfloor equipment installed below the floor panel and the road surface, with the electrode opposing direction intersecting the underside of the underfloor equipment.

[0285] [Third Perspective] A buffer member (CP) is disposed between the underfloor equipment and the road surface, The road surface interference sensor according to a second aspect, wherein the detection section is at least partially embedded in the buffer member.

[0286] [Fourth viewpoint] a determination unit (71) for determining whether or not there is road surface interference; The vehicle is provided with a physical quantity detection unit (GS) that detects a physical quantity that changes due to the road surface interference, separately from the detection unit, The road surface interference sensor according to any one of the first to third aspects, wherein the determination unit determines the presence or absence of road surface interference based on the output of the detection unit and the output of the physical quantity detection unit.

[0287] [Fifth viewpoint] The road surface interference sensor according to any one of the first to fourth aspects, wherein a signal corresponding to the external force applied to the vehicle is output to the outside via a communication network of the vehicle.

[0288] [Sixth viewpoint] The road surface interference sensor according to the second or third aspect, wherein the underfloor equipment is a power storage unit (BU) configured to include a plurality of battery cells (C).

[0289] [Seventh viewpoint] The road surface interference sensor according to a sixth aspect, wherein the detection unit is disposed so that at least a portion of the detection unit overlaps two or more of the battery cells in the vertical direction. [Explanation of symbols]

[0290] 10 Road surface interference sensor 21 Detection unit 22 Elastic body (insulator) 23, 24, 26, 27 electrode wire V vehicle FP Floor Panel

Claims

1. 1. A monitoring system comprising: a physical quantity detection unit (GS) that detects a physical quantity that changes due to an external force applied to a vehicle (V); A monitoring unit (110) that monitors the in-vehicle device (BP), the in-vehicle device is a power storage unit (BU) including a plurality of battery cells (C), The monitoring unit receives a sensor output from the physical quantity detection unit and monitors a state of the power storage unit in accordance with the sensor output.

2. 2. The monitoring system according to claim 1, wherein the physical quantity detection unit is an acceleration sensor (GS) that detects vibrations and impacts applied to the vehicle.

3. The monitoring system according to claim 1 or 2, wherein the monitoring unit includes at least one monitoring sensor (112, 113, 114, 115, 116) that monitors whether or not an abnormality exists in the power storage unit.

4. 4. The monitoring system according to claim 3, wherein the monitoring sensor is configured with at least one of a voltage sensor (112) that detects a voltage of the power storage unit, a current sensor (113) that detects a current flowing through the power storage unit, a battery temperature sensor (114), a pack internal pressure sensor (115) that detects a pressure inside a housing case that houses the plurality of battery cells, and a gas sensor (116) that detects gas leaking from the power storage unit.

5. 3. The monitoring system according to claim 1, wherein the physical quantity detection unit is disposed below a floor panel (FP) and detects a force applied to the vehicle from a road surface (RS) as the external force.

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