CN101417637A - Communications system for pure electric motor coach power cell management system and management method thereof - Google Patents
Communications system for pure electric motor coach power cell management system and management method thereof Download PDFInfo
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Abstract
The invention relates to a communication system used for a pure electric passenger vehicle battery management system. The communication system comprises a plurality of battery monitoring and controlling modules, a battery management system central control module, a whole vehicle controller, a vehicle-loading monitoring and controlling system, a ground monitoring and controlling system, and a charger. The communication system utilizes SAE J1939 as reference for formulating the communication protocol specification of a pure electric passenger vehicle battery management system and the communication content and formula of main key components, and meets the needs of the management and the fault diagnosis communication protocol of the electric vehicle battery system.
Description
Technical field
This communications protocol is applicable to pure electric motor coach power cell management system CAN bus communication technology field.
Background technology
Becoming increasingly conspicuous of problem such as oil crises and environmental pollution makes electronlmobil more and more cause the attention of society, becomes the developing direction of following automobile.Electronlmobil is compared with the traditional combustion engine automobile, still is in industrialization initial preparatory stage abroad, and associated new and high technology and product also depend on the support of providing the merchant together, do not form new industrial system as yet.Simultaneously, in developed country, the input of orthodox car established huge manufacturing scale of industry and social infrastructure, and the powerful inertia of development, may constitute the social cost that hinders its development young mobile in some sense, make them be difficult to the strategic change of realization essence of making a decision, thereby might try to gain time precious to one for China.The continuous increase of electric-control system on the automobile and sensor, actr makes point-to-point bind mode go to the end, for the circuit of simplifying the automobile electrically-controlled device that increases day by day connects, improves system reliability and trouble diagnosing level, is beneficial between each electrical controller data resource and shares and be convenient to build up open standard and modular structure, the automotive networking bussing technique has obtained very big development, CAN bus and LIN bus will be a kind of prevailing models in conjunction with using on automobile, and based on the remote high-frequency network communicating system of D2B radio communication.Especially be noted that innovation and optimization that the application of bussing technique has brought the car load design of electrical system.On truck and motorcoach, generally adopt the SAEJ1939 standard at present in the world.Because battery-driven car is a up-to-date technology, the communication standard of many electric-controlled parts need redefine.
Chinese patent application, its publication number is CN1649345A, denomination of invention discloses a kind of communication modes of CAN bus of pure electric coach for the application of " based on the pure electric coach means of communication of CAN bus ", this mode realizes the communication of pure electric coach based on single CAN bus, realize electric machine controller with single CAN bus, electronic throttle controller, the operator's compartment telltale, the information communication of abs controller and power battery management system, the utilization of this communications protocol makes pure electric coach that breakthrough development arranged on the mechanics of communication of electrical signal, but it discloses entire car controller, battery management system, communications protocol between electric machine controller and the change-speed box and communication information form, and unexposed pure electric motor coach power cell management system in-to-in communications protocol, communication format information, communication information way to manage and Charge Management pattern.And the present invention further develops at the internal communication and the Charge Management technical elements of pure electric motor coach power cell management system, belong to electric automobile power battery information management and charging control field, but not car load control is a subnetwork in the car load Control Network.
Summary of the invention
For above-mentioned consideration, the present invention proposes a kind of CAN bus communication technology that is applicable to the pure electric automobile battery management system just.Based on the relevant regulations of CAN2.0B and J1939, a kind of battery management system network communication protocol and interface standard that is applicable to pure electric coach proposed.Wherein newly distributed the address, the address that electric machine controller, electronic throttle controller, operator's compartment telltale, abs controller and power battery management system select for use former SAE J1939 definition to distribute for the entire car controller address.
According to an aspect of the present invention, a kind of management process that is used for the pure electric motor coach power cell management system is provided, this battery management system comprises the battery management system Central Control Module (CCM) that is connected by the CAN bus, a plurality of battery control modules, entire car controller, vehicle-mounted supervisory system, battery charger, surface surveillance system, this method comprises:
A plurality of battery control modules by the CAN bus with the observing and controlling information transfer of each cell to the battery management system Central Control Module (CCM);
The battery management system Central Control Module (CCM) is handled the observing and controlling information that receives, and the information transfer after will handling by the CAN bus is to entire car controller, vehicle-mounted supervisory system, battery charger, surface surveillance system.
Wherein, described battery control module receives the battery data that is recorded by sensor, packs according to the internal bus agreement then, and sends it to the battery management system Central Control Module (CCM) by internal bus.The CAN bus comprises CAN1 bus and CAN2 bus.
According to another aspect of the present invention, provide a kind of communication system that is used for the pure electric motor coach power cell management system, this communication system comprises:
A plurality of battery control modules, the status information that is used to gather each cell, and with the information transfer of gathering to the battery management system Central Control Module (CCM);
The battery management system Central Control Module (CCM) is used to receive and handle the status information of each cell that sends from a plurality of battery control modules;
Entire car controller is used for according to each component part status information of car body car load being controlled;
Vehicle-mounted supervisory system and surface surveillance system are used to monitor the state of car load;
Battery charger is used for according to each cell status information each cell being charged;
Wherein, by the CAN bus with battery management system Central Control Module (CCM), a plurality of battery control module, entire car controller, vehicle-mounted supervisory system, battery charger, surface surveillance system is connected and the information transfer of battery management system Central Control Module (CCM) after will handling by the CAN bus to entire car controller, vehicle-mounted supervisory system, battery charger, surface surveillance system.
Wherein, described battery control module receives the battery data that is recorded by sensor, packs according to the internal bus agreement then, and sends it to the battery management system Central Control Module (CCM) by internal bus.The CAN bus comprises CAN1 bus and CAN2 bus.
Best, also comprise charging plug, described charging plug is used for when battery can not charge on charging rack, directly will be connected with battery management system on the car by the charging plug on the car by the battery charger of ground control system monitoring, charges.
Wherein, described battery charger is the ground charging equipment that battery charge is used, connect by high-speed CAN bus with the battery management system Central Control Module (CCM) respectively, and connects by monitoring CAN bus with surface surveillance system, surface surveillance system by the battery charger real time monitoring, control the charge condition that is recharged battery.
The invention has the beneficial effects as follows, CAN bus network by CAN bus Control Network on the electronlmobil and ground charge system, under the gateway effect of battery management system Central Control Module (CCM), can realize the battery management of electronlmobil and the Charge Management of battery easily.Charge Management under normal circumstances, the battery of power shortage is transferred on the battery carrier from electronlmobil by quick replacement device, and the charging of battery is operated on the charging rack to be finished; Under improper situation, because certain reason, battery can not charge on charging rack, can only carry out onboard.Adopt this technological borrowing SAE J1939 to formulate the Content of Communication and the form of pure electric motor coach power cell communication protocol specification and major critical component, satisfy the management of battery of electric vehicle system, the requirement of trouble diagnosing communication protocol.
Description of drawings
Below in conjunction with drawings and Examples the utility model is further specified.Wherein:
Fig. 1 represents electric automobile power battery management system network communication topological structure;
Fig. 2 represents to answer the network topology structure of acute car load charge mode;
Fig. 3 represents battery ground charging network topological structure under the quick replacing modes;
Fig. 4 is illustrated in the distribution of 29 bit identifiers in the SAE J1939 agreement;
Fig. 5 is each ECU address assignment;
Fig. 6 is each ECU input/output signal formal definition;
Fig. 7 is the Principle of Communication figure that is used for battery management system of the present invention.
The specific embodiment
After the design complete has the CAN interface hardware, in the software program design, communicate program design according to this protocol specification.
In order to set up the network of electric automobile whole, realize electronlmobil resultant fault diagnosis function, and for each electric-control system module provides the hardware test platform, the present invention provides a kind of battery management system network communication protocol and interfacing that is applicable to pure electric coach on the basis of SAE J1939.
In order to realize purpose of the present invention, the inventor is at first for following requirement:
1, the principle of communications protocol formulation: (1) advance, the agreement of formulation is in line with international standards as far as possible, with reference to international SAEJ1939, improves on its basis, and the characteristic of oneself is arranged.Reason mainly is to consider the agreement of external maturation through practice test, uses it and can avoid detours.(2) directiveness is formulated the characteristic that agreement must be considered vehicle, instructs the development of car load and the relevant control technology of related components.(3) compatibility, the agreement of formulation will be applicable to various vehicles, multiple version.(4) extendability, upgrading development after the agreement of formulation will be convenient to, the agreement of expansion is wanted the compatible agreement of formulating previously.
2, the ECU meshed network topological structure in the network: network topology structure as shown in Figure 1, 2, 3, be respectively the network topology structure under the operation mode, battery ground charging network topological structure under network topology structure that should acute car load charge mode and the quick replacing modes.The CAN bus transfer rate is 250kbps.
3, communications protocol regulation: electronlmobil network-bus communications protocol main reference SAEJ1939 formulates, and just makes the communications protocol that satisfies pure electric vehicle control needs on the basis of J1939.
Based on above-mentioned requirement, the invention provides a kind of management process that is used for the pure electric motor coach power cell management system, and realized following requirement and effect:
1, the regulation of Physical layer: the regulation main reference CAN2.0B of Physical layer and the relevant regulations of J1939.
(1) controller power source: meet the regulation of GB/T11858.3 standard, power supply should be by car load and two power supply power supplies of charging inlet.Consider the virtual voltage of the actual low-pressure system of pure electronic motorcoach, design-calculated ECU should satisfy power line voltage 18～36V, the 20A electric current;
(2) interface between battery management system and the entire car controller adopts standard CAN 2.0B interface;
(3) network system is supported hot-swappable.Power supply has reverse connecting protection and detection of power loss function;
(4) bit time (bit time): i.e. each time that takies.In this bit time, carry out bus management, comprise ECU synchronously, the compensation of network propagation delay time, sampling point location etc.This time can be set by the integrated circuit of CAN agreement.The bit time of all nodes must be set to identical value on the network.It is 4 μ S that the car load network is recommended bit time, and cooresponding transfer rate is 250kbit/s, and network length is 40m;
(5) topological structure: the wiring topology of network should be that a compact as far as possible linear structure is to avoid cable reflection.It is short as far as possible that ECU inserts the cable of bus backbone network.For standing wave is minimized, node can not insert in the network equal intervals, and tie-in line can not be isometric, and the extreme length of tie-in line should be less than 1m;
(6) shield terminal: shield terminal is an one point earth;
(7) communication cable should leave power line (more than the 0.5m) as far as possible, leave 24V control line (more than the 0.1m).
2, the regulation of data link layer: the regulation main reference CAN2.0B of data link layer and the relevant regulations of J1939.
(1) use CAN expands 29 bit identifiers of frame and redefines.Fig. 4 is the distribution of 29 identifiers.Wherein, priority is 3, and 8 priority can be arranged; R generally is fixed as 0; DP now is fixed as 0; 8 PF is the code of message; 8 PS is destination address or group expansion; 8 SA is for sending the source address of this message;
(2) the addressing rule of node: if the defined address of J1939 is then used in the existing definition of J1939 as far as possible; ECU with a plurality of functions can use a plurality of addresses, also can redefine new address; The redetermination address should use 208～231 these sections to belong to the reservation address of road vehicle;
(3) adopt broadcasting and the clean culture mode of engaging to carry out data transmission, unicast message is mainly used in the control problem that solves the identical function node, uses broadcasting packet under other situation as far as possible;
(3) mode that adopts block data coding and nodes encoding to engage is carried out data communication;
(4) Frame adopts CRC check;
Has automatic closing function when (5) bus error is serious.
3, the regulation of application layer: the relevant regulations of the regulation main reference J1939 of application layer.
(1) application layer has defined two kinds of form PDU1 and the PDU2 of protocol Data Unit PDU;
(2) adopt PGN that block data (parameter group) is numbered, under the broadcast mode, ECU comes the content of identification data block according to PGN;
(3) transmission of employing cycle and event driven mode send data;
(4) during the new parameter group of definition, the parameter of identical function, the identical or parameter of close refresh rate and the parameter that belongs in the same subsystem are placed in the same parameter group as far as possible; Simultaneously, new parameter group should make full use of the data width of 8 bytes, relevant parameter is placed in same group as far as possible, considers extendability again, reserves a part of byte or position, so that make amendment in the future;
When (5) revising the defined parameter group of J1939, the definition of defined byte or position is not made amendment; The parameter that increases newly will with original parameter correlation in the parameter group, incoherent parameter is not joined among the defined PGN for the quantity of saving PGN; For the close ECU of function, can in defined PGN, utilize undefined part to increase discrimination bit, judge the function of ECU, make full use of original defined parameter.
4, the ECU source address is distributed
Fig. 5 is ECU nodename and the addresses distributed that pure electric automobile may be used.Wherein the entire car controller address is newly assigned address, and electric machine controller, electronic throttle controller, operator's compartment telltale, abs controller and power battery management system are former SAEJ1939 definition and have distributed the address.
5, data format definition
Fig. 6 is each ECU input/output signal formal definition of pure electric coach.
6, each ECU parameter group definition
Battery management system CAN1:BMSC1_0 parameter group definition (this byte is exported immediately following behind the DLC) is referring to table 1.
Table 1
The definition of battery management system CAN1:BMSC1_1 parameter group is referring to table 2.
Table 2
The definition of battery management system CAN2:BMSC2_DISPLAY_V1 0x180028F3 parameter group is referring to table 3.
Table 3
The definition of battery management system CAN2:BMSC2_DISPLAY_V2 0x180128F3 parameter group is referring to table 4.
Table 4
The definition of battery management system CAN2:BMSC2_DISPLAY_V25 0x181928F3 parameter group is referring to table 5.
Table 5
The definition of battery management system CAN2:BMSC2_DISPLAY_T1 0x180028F4 parameter group is referring to table 6.
Table 6
The definition of battery management system CAN2:BMSC2_DISPLAY_T2 0x180128F4 parameter group is referring to table 7.
Table 7
The definition of battery management system CAN2:BMSC2_Broadcast1 0x18F100F4 parameter group is referring to table 8.
Table 8
The definition of battery management system CAN2:BMSC2_Broadcast2 0x18F101F4 parameter group is referring to table 9.
Table 9
The definition of battery management system CAN2:BMSC2_CHARGE_3 0x1808E5F4 parameter group is referring to table 10.
Table 10
The definition of battery management system CAN2:BMSC2_CHARGE_1 0x1805E5F4 parameter group is referring to table 11.
Table 11
The definition of battery management system CAN2:BMSC2_CHARGE_2 0x1806E5F4 parameter group is referring to table 12.
Table 12
The definition of battery management system CAN2:BMSC2_CHARGE_4 0x1809E5F4 parameter group is referring to table 13.
Table 13
The definition of battery management system CAN2:BMSC2_CHARGE_5 0x1827F4E5 parameter group is referring to table 14.
Table 14
The definition of battery management system CAN2:BMSC2_CHARGE_6 0x1828F4E5 parameter group is referring to table 15.
Table 15
7, the state exchange after the interconnection of battery charger and electronlmobil
Fig. 7 seen in state exchange after charging unit and the electronlmobil interconnection
8, interface definition
The interface connection mode
Two kinds of connection modes of agreement regulation:
First kind: adopt: the standard that general jack of 8.2.1 (12 hole) or the basic jack of 8.2.2 (8 hole) are recommended among " elec. vehicle conduction charge system fitness for purpose " GB/T18487.1-2001.But the individual jacks of this standard should adjust, referring to table 16.
Table 16
Second kind (not recommending to adopt): in the time can not satisfying GB, can adopt twin jack, but only as before the standard socket that does not meet the national standard recommendation, the interim alternative measure of employing.
9, recommend adaptor union
Employing meets the adaptor union of 8.4 the regulation of GB/T 11858.3-2002.
Suggestion is adopted: the arrangement of adaptor union contact should meet the regulation (taking passages as follows) of the table 59 of GB/T 11858.3-2002.
The arrangement of GB/T 11858.3-2002 table 59 adaptor union contact is referring to table 17.
Table 17
| Function | Colour of insulated conductor | Pluggable and hard adaptor union contact numbering | Closed small-sized and micro connector contact | |
| U+ | Red | 5 | 2 | |
| U- | |
1 | 3 | |
| CAN-H | In vain | 4 | 4 | |
| CAN-L | Blue | 3 | 5 | |
| | Bare wire | 2 | 1 |
Secondary B of socket (CZ-B)
Interface between electronlmobil and the battery charger.
This interface also should meet the regulation of GB/T18487.1-2001 except that meeting 12.2,12.3 regulations.
Adaptor union is made up of charge connector and DeviceNet adaptor union.
The DeviceNet adaptor union should meet 12.3 regulation.
The arrangement of charge connector contact sees Table 18.
Table 18
| Function | Colour of insulated conductor | Pluggable and hard adaptor union contact numbering | The sectional area of wire square millimeter | |
| Charging output just | Red | 4 | 35～50 | |
| Charging output is | Black | 1 | 35～50 | |
| The control guide wire | Blue | 3 | 1 | |
| The protection | Yellow | 2 | 16～25 |
10, control guiding circuit
Control guiding circuit should meet the regulation of GB/T18487.1-2001.Connection should meet 12.1 regulation.
Control guiding circuit is finished following safety control function:
The charging socket of confirming battery charger and battery-driven car is by correct line.
Uninterrupted protectiveness conductor ground connection fastness is checked;
The energising of system;
The outage of system.
Wrong line protection
Wrong line protection should meet 8.7 the regulation of GB/T11858.3, and equipment should be able to bear false wiring and not damage under following condition:
---the positive and negative line misconnection of charging
---bus power source U+ and U-connect instead;
---shielding wire is connected on other leads;
---CAN+ and CAN-be connected to and be no more than-pressure-wire of 25V DC～25V DC on.
---test method is seen the 9.2.4 bar of GB/T11858.3.
The present invention is the bus network communications protocol of a Charge Management control system, main relevant with battery management, unlike the prior art, belong to electric automobile power battery information management and charging control field, but not car load control is a subnetwork in the car load Control Network.Wherein Charge Management is in two kinds of situation:
First kind, the Charge Management under the normal circumstances (as shown in Figure 3), under the normal circumstances, the battery of power shortage is transferred on the battery carrier from electronlmobil by quick replacement device, and the charging of battery is operated on the charging rack to be finished;
Second kind, under the improper situation, because certain reason, battery can not charge on charging rack, can only carry out onboard, and the network architecture of this moment as shown in Figure 2.
Fig. 1 is an electric automobile power battery management system network communication topological structure scheme drawing.By the CAN bus battery management system Central Control Module (CCM), battery control module 1, battery control module 2, battery control module 3, battery control module 4, battery control module 5, battery control module 6, battery control module 7, battery control module 8, battery control module 9, battery control module 10, vehicle-mounted supervisory system are set up into a network and come electric automobile power battery is managed, realize information sharing.Mode according to defined in the CAN communications protocol between each control module and the controller communicates.Wherein 10 battery control modules are responsible for respectively the signals such as voltage and current of institute's bonded assembly battery unit are measured and controlled.The battery management system Central Control Module (CCM) links battery management system and car load CAN network as gateway, realizes the information interaction between battery management system and the car load network.Vehicle-mounted monitoring system can be realized man-machine interaction, and the entire cell management system is monitored.
Figure 2 shows that the network topology structure of answering acute car load charge mode.This moment, battery can not charge on charging rack, can only charge onboard.Do not need the battery of power shortage is transferred on the battery carrier from electronlmobil by quick replacement device, but directly will be connected with battery management system on the car by the charging plug on the car, charge by the battery charger of ground control system monitoring.Wherein battery charger is the ground charging equipment that battery charge is used, connect by high-speed CAN bus with the battery management system Central Control Module (CCM) respectively, and connect by monitoring the CAN bus with surface surveillance system, surface surveillance system by the battery charger real time monitoring, control the charge condition that is recharged battery.
Figure 3 shows that battery ground charging network topological structure under the quick replacing modes.Under the normal circumstances, the battery of power shortage is transferred on the battery carrier (charging platform) from electronlmobil by quick replacement device, it is connected with battery charger by charging connector, the charging of battery is operated on the charging rack to be finished.
Fig. 4 is the distribution that is illustrated in 29 bit identifiers in the SAE J1939 agreement.Wherein PRIORITY represents preceence, is used to optimize the wait time of message through bus transfer.R keeps the position, is kept by SAE, uses in the future.DP represents data page, is used to distinguish parameter group, and the parameter group number is at first filled up zero page, and then to first page of distribution, all is set to 0 at present.PF Presentation protocol data unit form is one 8 potential field, and it has defined two kinds of protocol data forms: form 1 and form 2 also are used for decision to data fields allocation of parameters group number.PS is the protocol Data Unit characteristic, is one 8 potential field, and according to the protocol Data Unit formal definition, this may be destination address or group expansion.If the value of protocol Data Unit format field is lower than 240, protocol Data Unit characteristic field is a destination address so.If the value of protocol Data Unit format field is between 240 and 255, protocol Data Unit characteristic field comprises a group expanding value so.SA represents source address, and length is 8.An equipment in the network should have a given source address.
Fig. 5 is each ECU address assignment.Wherein electric machine controller, driving information demonstration, battery management system and change-speed box ETC have been distributed the address by SAE J1939.Entire car controller, electric boosting steering system, CAN gateway, battery charger control system and regulator control system are to have utilized SAE J1939 to carry out new definition for the address that the user reserves.The ECU that moves on the J1939 network should have an available first-selected address, could guarantee that like this each ECU can proper communication on the car load network.Why entire car controller etc. is carried out new address definition, be because before in SAE J1939, it is defined.
Fig. 6 is each ECU input/output signal formal definition.The length that comprises signal type, factor of proportionality, scope, side-play amount and signal.By this form, the physical values of each ECU input/output signal can be converted to the digital quantity that can on bus, transmit.
Fig. 7 is the Principle of Communication figure that is used for battery management system of the present invention.
Information transmission process as shown in Figure 7, the battery control module receives the battery data that is recorded by sensor, pack according to the internal bus agreement then, and sending it to the battery management system Central Control Module (CCM) by internal bus, the data that each control module that the battery management system Central Control Module (CCM) will receive transmits carry out sending in the car load network by CAN1, CAN2 after the mutually deserved processing again.Specifically, battery control module 1～10 is the data acquisition module of ten casees batteries of electronlmobil, the main monomer battery voltage of gathering, the data of 10 module collections send to the battery management system Central Control Module (CCM) by bus, the battery management system Central Control Module (CCM) sends to entire car controller by CAN1 with data more then, send to vehicle-mounted supervisory system by CAN2, battery charger and surface surveillance system also are access in the CAN network when charging the battery, when therefore charging, the information of battery is sent to battery charger and surface surveillance system by CAN2 again.
The present invention is illustrated by top embodiment, and still, the present invention is not limited to particular example as described herein and embodiment.Any those of skill in the art are easy to be further improved under the situation that does not break away from branch invention spirit and scope and are perfect, therefore the restriction that divides invention only to be subjected to the content and the scope of claim of the present invention, its intention are contained all and are included in alternatives and equivalent in the spirit and scope of the invention that is limited by appendix claim.
Claims (8)
1, a kind of management process that is used for the pure electric motor coach power cell management system, this battery management system comprises the battery management system Central Control Module (CCM) that is connected by the CAN bus, a plurality of battery control module, entire car controller, vehicle-mounted supervisory system, battery charger, surface surveillance system, and this method comprises:
A plurality of battery control modules by the CAN bus with the observing and controlling information transfer of each cell to the battery management system Central Control Module (CCM);
The battery management system Central Control Module (CCM) is handled the observing and controlling information that receives, and the information transfer after will handling by the CAN bus is to entire car controller, vehicle-mounted supervisory system, battery charger, surface surveillance system.
2, management process as claimed in claim 1, wherein, described battery control module receives the battery data that is recorded by sensor, packs according to the internal bus agreement then, and sends it to the battery management system Central Control Module (CCM) by internal bus.
3, management process as claimed in claim 1, wherein, described CAN bus comprises CAN1 bus and CAN2 bus.
4, a kind of communication system that is used for the pure electric motor coach power cell management system, this communication system comprises:
A plurality of battery control modules, the status information that is used to gather each cell, and with the information transfer of gathering to the battery management system Central Control Module (CCM);
The battery management system Central Control Module (CCM) is used to receive and handle the status information of each cell that sends from a plurality of battery control modules;
Entire car controller is used for according to the status information of each component part of car body car load being controlled;
Vehicle-mounted supervisory system and surface surveillance system are used to monitor the state of car load;
Battery charger is used for according to the status information of each cell each cell being charged;
Wherein, by the CAN bus with battery management system Central Control Module (CCM), a plurality of battery control module, entire car controller, vehicle-mounted supervisory system, battery charger, surface surveillance system is connected and the information transfer of battery management system Central Control Module (CCM) after will handling by the CAN bus to entire car controller, vehicle-mounted supervisory system, battery charger, surface surveillance system.
5, communication system as claimed in claim 4, wherein, described battery control module receives the battery data that is recorded by sensor, packs according to the internal bus agreement then, and sends it to the battery management system Central Control Module (CCM) by internal bus.
6, communication system as claimed in claim 4, wherein, described CAN bus comprises CAN1 bus and CAN2 bus.
7, communication system as claimed in claim 4, wherein, also comprise charging plug, described charging plug, battery is used for when can not charge on charging rack, directly will be connected with battery management system on the car by the charging plug on the car, charge by the battery charger of ground control system monitoring.
8, communication system as claimed in claim 7, wherein, described battery charger is the ground charging equipment that battery charge is used, connect by high-speed CAN bus with the battery management system Central Control Module (CCM) respectively, and connects by monitoring CAN bus with surface surveillance system, surface surveillance system by the battery charger real time monitoring, control the charge condition that is recharged battery.
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| CN102033205A (en) * | 2009-09-30 | 2011-04-27 | 比亚迪股份有限公司 | System and method for detecting fault of power battery of vehicle |
| CN102111713A (en) * | 2009-12-24 | 2011-06-29 | 天津清源电动车辆有限责任公司 | Digitization hierarchical network control architecture applicable for distributed control of electric vehicle |
| CN102205800A (en) * | 2011-02-25 | 2011-10-05 | 南京华博科技有限公司 | Intelligent battery management system of electric car |
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| CN100487970C (en) * | 2003-12-18 | 2009-05-13 | 武汉理工大学 | Multilayer distributed battery managing system based on CAN bus |
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| CN1877952A (en) * | 2005-06-10 | 2006-12-13 | 北京机电研究所 | Electric automobile charging station |
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