JP7790414B2 - Road surface interference sensor, monitoring system - Google Patents

Description

This disclosure relates to road surface interference sensors and monitoring systems.

Conventionally, a known collision sensor installed inside a vehicle's bumper includes a flexible, hollow tube and a pressure sensor that detects changes in air pressure inside the tube (see, for example, Patent Document 1).

Special table 2014-505629 publication

The inventors considered installing the impact sensor described in Patent Document 1 below the vehicle's floor panel to detect vehicle collisions with the road surface, but found that if the tube deformation is localized, the change in air pressure is small, making it difficult to achieve sufficient detection performance.

The purpose of this disclosure is to provide a road surface interference sensor and monitoring system that can properly detect road surface interference.

The invention described in claim 1 is
A road surface interference sensor,
a detection unit (21) disposed below a floor panel (FP) of the vehicle (V) and configured to detect an external force applied to the vehicle from the 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 an external force based on whether or not the plurality of electrode wires are in contact with each other.

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

In contrast, when detecting external forces based on whether or not multiple electrode wires come into contact with each other due to deformation of the insulator, even if the deformation of the insulator is localized, the multiple electrode wires will come into contact and short-circuit, making it possible to properly detect external forces acting on the vehicle from the road surface.

Note that the reference symbols in parentheses attached to each component indicate an example of the correspondence between that component and the specific components described in the embodiments described below.

1 is a schematic diagram of a vehicle to which a road surface interference sensor according to the present disclosure is applied; FIG. 2 is a schematic perspective view of a battery pack. FIG. 2 is a schematic plan view showing the inside of the battery pack. FIG. 10 is an explanatory diagram for explaining road surface interference. 1 is a schematic diagram illustrating a road surface interference sensor according to a first technical concept. FIG. 2 is an explanatory diagram for explaining a detection unit of a pressure-sensitive sensor. FIG. 2 is a schematic cross-sectional view of a detection unit. FIG. 2 is a schematic cross-sectional view showing the underfloor structure below the floor panel. FIG. 10 is an explanatory diagram for explaining a detection portion of a pressure sensor when the vehicle interferes with a road surface. FIG. 10 is an explanatory diagram for explaining a series connection of a detection unit. FIG. 10 is an explanatory diagram for explaining an output of a series connection of a detection unit. 4 is a flowchart showing an outline of a control process executed by a sensor control unit. FIG. 10 is a schematic cross-sectional view of a detection unit serving as a reference example. This is a cross-sectional view taken along line XIV-XIV in Figure 13. 10A and 10B are explanatory diagrams for explaining the internal state when the detection unit of the reference example is bent. 10A and 10B are explanatory diagrams for explaining characteristics of a detection unit of a reference example. 10A and 10B are explanatory diagrams for explaining an internal state when the detection unit of the embodiment is bent. 5A and 5B are explanatory diagrams for explaining characteristics of a detection unit according to the embodiment. FIG. 10 is a schematic cross-sectional view showing another example of the detection unit. FIG. 10 is a schematic diagram showing a first modified example of the road surface interference sensor according to the first technical concept. FIG. 10 is a schematic diagram showing a second modified example of the road surface interference sensor according to the first technical concept. FIG. 10 is a schematic diagram showing a third modified example of the road surface interference sensor according to the first technical concept. FIG. 10 is a schematic diagram showing a fourth modified example of the road surface interference sensor according to the first technical concept. FIG. 13 is a schematic cross-sectional view of a detection unit according to a fifth modified example. FIG. 13 is a schematic diagram showing a general configuration of a pressure-sensitive sensor according to a fifth modified example. 10A and 10B are explanatory diagrams for explaining the state of the detection unit when an external force acts on the protector unit. FIG. 13 is a schematic diagram showing a general configuration of a pressure-sensitive sensor according to a sixth modified example. 10A and 10B are explanatory diagrams for explaining the state of the detection unit when an external force acts on the protector unit. FIG. 10 is a schematic diagram of a road surface interference sensor according to a second technical concept. FIG. 2 is an explanatory diagram for explaining an impact sensor. FIG. 2 is a schematic cross-sectional view showing the underfloor structure below the floor panel. FIG. 4 is an explanatory diagram for explaining a first pressure sensor. FIG. 2 is a schematic cross-sectional view showing the inside of a tube. 4 is a flowchart showing an outline of a control process executed by a sensor control unit. FIG. 10 is a schematic cross-sectional view showing another example of the impact sensor. FIG. 2 is a schematic cross-sectional view showing an example of a hydraulic pressure sensor. FIG. 2 is a schematic cross-sectional view showing the inside of a tube. FIG. 10 is a schematic diagram showing a first modified example of the road surface interference sensor according to the second technical concept. FIG. 10 is a schematic diagram showing a second modified example of the road surface interference sensor according to the second technical concept. FIG. 10 is a schematic diagram showing a third modified example of the road surface interference sensor according to the second technical concept. FIG. 10 is a schematic diagram showing a fourth modified example of the road surface interference sensor according to the second technical concept. FIG. 10 is a schematic diagram showing a fifth modified example of the road surface interference sensor according to the second technical concept. FIG. 10 is a schematic diagram of a road surface interference sensor according to a third technical concept. FIG. 2 is a schematic perspective view showing a part of a detection unit. This is a cross-sectional view of XLV-XLV in Figure 44. FIG. 2 is a schematic cross-sectional view showing the underfloor structure below the floor panel. 4 is a flowchart showing an outline of a control process executed by a sensor control unit. FIG. 10 is a schematic diagram showing a first modified example of the road surface interference sensor according to the third technical concept. FIG. 10 is a schematic diagram showing a second modified example of the road surface interference sensor according to the third technical concept. FIG. 10 is a schematic diagram showing a third modified example of the road surface interference sensor according to the third technical concept. FIG. 2 is a schematic cross-sectional view showing the underfloor structure below the floor panel. FIG. 11 is a schematic cross-sectional view of a detection unit according to a third modified example. 10A and 10B are explanatory diagrams for explaining the state of the detection unit when an external force is applied. FIG. 10 is a schematic cross-sectional view showing another example of the detection unit. FIG. 10 is a schematic configuration diagram of a monitoring system according to a fourth technical concept. 1 is a flowchart showing an outline of a monitoring process executed by the monitoring system. FIG. 10 is an explanatory diagram for explaining a modified example of the monitoring strengthening process. FIG. 10 is a schematic configuration diagram showing a modified example of the monitoring system. 10 is a flowchart illustrating a modified example of the monitoring process executed by the monitoring system.

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 otherwise specified.

[Common points of each technical concept]
The technical concepts 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.

Vehicle V is assumed to be an electric vehicle or a hybrid vehicle. As shown in FIG. 1, vehicle V includes a vehicle body BD, a drive unit DS, a battery pack BP, an underpanel 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 fore-and-aft direction Dh. The rear wheels RT are located rearward of the center of the vehicle body Dh in the fore-and-aft direction.

The vehicle body BD has formed inside it a passenger space where occupants 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 houses the drive unit DS and other components. The rear storage space houses the passengers' luggage and other items. The vehicle body BD has a skeletal frame that includes a floor panel FP. The floor panel FP is a member that forms the floor surface of the vehicle body BD.

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.

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 driving force that rotates the front wheels FT.

Specifically, the battery pack BP includes a storage case SC, as shown in Figure 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. As shown in Figure 3, a battery management system BMS, a power storage unit BU, etc. are arranged inside the storage case SC.

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 of the power storage unit BU, abnormality monitoring, temperature control, etc., in accordance with the programs stored in the memory. The memory of the battery management system BMS is configured as a non-transient tangible storage medium.

The energy storage unit BU includes multiple battery packs CS, each of which has multiple battery cells C connected in series or parallel. The battery packs CS have multiple battery cells C arranged in a row at predetermined intervals. The multiple battery cells C that make up the battery pack CS are sandwiched between a pair of end plates (not shown) and 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.

The under-panel UP is located below the battery pack BP. The under-panel UP 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.

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 comes into contact with the underside of the battery pack BP when it deforms and protrudes upward. An elastically deformable cushioning member CP is placed in this gap. The cushioning member CP is made of a foam material such as polyurethane or polystyrene.

[Road surface interference]
For example, as shown in the first and second examples of Fig. 4, when the vehicle V travels on 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 on a road surface RS on which depressions such as curbs ES and potholes PH are installed, road surface interference may also occur. Note that "road surface interference" in this specification 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 on the road surface RS.

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

In response to this, the 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. As a result, they found that the impact sensor described in Patent Document 1 had a small change in air pressure when the deformation of the tube, which serves as the detection section, was localized, making it difficult to achieve sufficient detection performance. After extensive research, the inventors came up with several technical ideas that could appropriately detect road surface interference. Each technical idea is explained below.

[First Technical Concept]
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.

As shown in Figure 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 the CAN, which is the communication network of the vehicle V, and a signal corresponding to the presence or absence of contact between the multiple electrode wires 23, 24 is output to the outside via the CAN. CAN is an abbreviation for Controller Area Network.

The pressure sensor 20 includes a detection unit 21 that detects external forces 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, multiple electrode wires 23, 24 arranged on the inner surface 22a of the elastic body 22, and an outer layer member 25, and detects external forces applied to the vehicle V based on whether or not the multiple electrode wires 23, 24 are in contact with each other. The detection unit 21 is arranged in a serpentine manner below the battery pack BP in a direction perpendicular to the arrangement direction Dst of the battery cells C.

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 external force and immediately returns to its original shape when the external force is removed. In this technical concept, the elastic body 22 forms 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.

Multiple 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 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.

The multiple electrode wires 23, 24 include metal conductors 231, 241. These metal conductors 231, 241 are composed of stranded metal wires made by twisting together multiple metal wires 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.

In addition, to prevent malfunction or breakage due to bending, the multiple electrode wires 23, 24 are arranged in a spiral shape 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 wound in one direction, or a spiral winding structure in which the direction is reversed midway.

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

One end of each electrode wire 23, 24 is connected to a constant voltage source, and the other end is connected to ground. The other end of each electrode wire 23, 24 is electrically connected via an electrical resistor R for voltage adjustment.

The outer layer member 25 is a member that constitutes the 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 metal or resin core material to adjust the rigidity.

The detection unit 21 is arranged so as to overlap two or more battery cells C in the vertical direction Dv. In this example, the detection unit 21 is arranged 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 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 also be embedded in the buffer member CP with a portion exposed outside the buffer member CP.

The detection unit 21 configured in this manner outputs the potential difference between the other ends of each electrode wire 23, 24 as a signal indicating whether or not each electrode wire 23, 24 is in contact. 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 if an external force causes the electrode wires 23, 24 to come into contact, the potential difference between the other ends of each electrode wire 23, 24 becomes smaller.

When the electrode wires 23, 24 come into contact 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, for example. 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.

Here, if multiple battery packs CS are installed in 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, if four battery packs CS are installed, 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.

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

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

Each of the detectors 21A, 21B, 21C, and 21D has a different electrical resistance value for the electrical resistors R1, R2, R3, and R4 provided therein. 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 an external force is detected by each of the detectors 21A, 21B, 21C, and 21D. The output voltage of each of the detectors 21A, 21B, 21C, and 21D is proportional to the magnitude relationship of the electrical resistors R1, R2, R3, and R4.

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 electrode wire 23, 24 is in contact. When power is supplied from a constant voltage source to the series-connected body SCB, if an external force acts on at least one of the detection units 21A, 21B, 21C, and 21D, causing each electrode wire 23, 24 to come into contact, the output voltage drops as shown in Figure 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 detection unit 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.

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, which constitutes multiple 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 tangible storage medium.

The sensor control unit 50 executes various processes according to the programs stored in memory, including a determination process to determine whether or not there is road surface interference, a determination process to identify the location where an external force has been applied, and an output process to output a signal to the outside in accordance with whether or not the multiple electrode wires 23, 24 are in contact with each other.

The sensor control unit 50 includes a determination unit 51, an identification unit 52, and a signal output unit 53 as functional components implemented on a computer. The determination unit 51 is functionally configured to determine whether or not there is road surface interference. The identification unit 52 is functionally configured to identify, from among the multiple detection units 21, one that has detected an external force. The signal output unit 53 is functionally configured to output a signal corresponding to whether or not there is contact between the multiple electrode wires 23, 24. Note that each functional component is merely configured for convenience's sake to facilitate understanding of the contents of this disclosure. Therefore, even if these functional components are not actually implemented as subroutines or hardware, the requirements of this disclosure can be satisfied as long as the specified functions or processes of this disclosure are implemented.

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

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

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 the 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 concept, the acceleration sensor GS constitutes a physical quantity detection unit that is separate from the detection unit 21 and detects physical quantities that change due to road surface interference. This is also true for other technical concepts.

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 that constitutes 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 that constitutes 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. This determination process preferably also determines whether or not there is a disconnection in the pressure sensor 20.

Next, in step S120, the sensor control unit 50 identifies the location where road interference occurred. In this example, the sensor control unit 50 identifies the location where an external force was 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 for each detection unit 21A, 21B, 21C, and 21D when an external force is applied, to identify the location where an external force was detected from among the multiple detection units 21A, 21B, 21C, and 21D.

Here, the processing 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 processing of step S120.

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

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 external forces applied to the vehicle V from the road surface RS. This detection unit 21 includes a hollow elastic body 22 and multiple electrode wires 23, 24 that are disposed on the inner surface 22a of the elastic body 22, and detects external forces based on whether or not the multiple electrode wires 23, 24 are in contact with each other.

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

In contrast, when detecting an external force based on whether or not the multiple 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 multiple 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 easy to install on the vehicle V because there is no need to secure space to install pressure sensors on both ends of the tube, as in Patent Document 1.

In addition, the road surface interference sensor 10 in this example has the following features:

(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 material that is more rigid than the elastic body 22. In this way, by covering the elastic body 22 with the highly rigid outer layer member 25, the elastic body 22 is protected by the outer layer member 25, while 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.

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

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 connected. A detection unit 21 with this 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 stress, and compressive stress. Furthermore, the detection unit 21 can detect external forces acting from various directions, as shown in FIG. 18.

(3) The road surface interference sensor 10 includes a signal output unit 53 that outputs a signal corresponding to the presence or absence of contact between the multiple electrode wires 23, 24. The signal output unit 53 is connected to a series connection body SCB in which multiple detection units 21 are electrically connected in series.

By using multiple detectors 21, it is possible to detect external forces acting on different locations on the vehicle V, but it is necessary to provide a corresponding number of IF ports as signal output destinations for each of the multiple detectors 21.

In contrast, 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 limiting the number of IF ports to which the signal is output.

(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 external forces acting on the vehicle V.

(5) The road surface interference sensor 10 includes an identification unit 52 that identifies the one of the multiple 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 the one of the multiple 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.

(6) The road surface interference sensor 10 includes a determination unit 51 that determines whether or not road surface interference exists. Separate from the detection unit 21, the vehicle V is equipped with an acceleration sensor GS as a physical quantity detection unit that detects physical quantities that change due to road surface interference. The determination unit 51 determines whether or not road surface interference exists based on the output of the detection unit 21 and the output of the acceleration sensor GS installed in the vehicle V.

When an external force acts on vehicle V due to road interference, the impact on vehicle V changes the output of the 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 the 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.

(7) A signal corresponding to an external force acting on the vehicle V is output to the outside via the vehicle V's communication network. This makes it possible to detect external forces acting on the vehicle V while minimizing the number of I/O ports to which the signal is output.

(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. In this way, by embedding at least a portion of the detection unit 21 in the buffer member CP, the detection unit 21 is protected by the buffer member CP, while 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.

(9) The underfloor equipment is a power storage unit BU that includes multiple battery cells C. This makes it possible to determine the impact on the power storage unit BU based on the output of the road surface interference sensor 10, making it easier to implement measures to address problems that may arise due to the impact on the power storage unit BU.

(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 significantly simplifies the sensor configuration of the road surface interference sensor 10.

[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, making it easier for the electrodes to contact each other even when the deformation of the elastic body 22 is small, thereby improving sensor sensitivity. The multiple electrode wires 23, 24 may be made of sheet-like metal wire.

[Modification 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.

[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.

[Second Modification]
The road surface interference sensor 10 may be configured, for example, as shown in Fig. 21 , such 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.

[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 system BMS, and multiple detection units 21 are each connected to the battery management system BMS.

[Fourth Modification]
23, the acceleration sensor GS may be directly connected to the sensor control unit 50 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.

[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 enlargement unit 28 for enlarging the detection range of an external force.

As shown in FIG. 25, the detection magnification unit 28 in 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. The detection magnification unit 28 in this example is made of a resin material. The protector portion 281, deformation portion 282, and connection portion 284 of the detection magnification unit 28 are configured, for example, as an integrally molded product.

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 with 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. In this example, the protector portion 281 has a plate width that can cover, for example, almost the entire underside 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.

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 composed of a spring portion 283 that deforms in a direction toward the floor panel FP. The spring portion 283 includes a thin-walled portion 283a that is thinner than the protector portion 281, and a pair of plate portions 283b, 283c connected to the thin-walled portion 283a. Because the spring portion 283 includes the thin-walled portion 283a, it has lower rigidity than the protector portion 281 and is deformed by an external force. Specifically, the spring portion 283 bends from the thin-walled portion 283a, thereby deforming in a direction toward the floor panel FP. One of the pair of plate portions 283b, 283c is connected to the protector portion 281 in a position that intersects with the plate surface of the protector portion 281. The other of the pair of plate portions 283b, 283c is connected to the connection portion 284 in a position that intersects with the plate surface of the protector portion 281.

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

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 the lower surface facing the road surface. The detection unit 21 is connected to the protector part 281 with an adhesive or the like to prevent its position from changing. The detection unit 21 may be connected to the storage case SC, or may be connected to both the protector part 281 and the storage 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 also be determined by a member such as a guide or rail.

As shown in Figure 26, the pressure sensor 20 configured in this manner is pressed by the protector portion 281 when the protector portion 281 is displaced by an external force in a direction approaching the floor panel FP. 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 section 281 that is larger in area than the detection section 21, so it can detect external forces that are applied at a position 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.

[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 in this example includes the protector portion 281 and the cushion portion 285, which are joined together with an adhesive. The surface of the cushion portion 285 opposite to the surface connected to the protector portion 281 is connected to the vehicle body.

As shown in FIG. 28, the pressure sensor 20 configured in this manner is pressed by the protector portion 281 when the protector portion 281 is displaced by an external force in a direction approaching the floor panel FP. 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 in this example has a protector portion 281 with a larger area than the detection portion 21, and therefore, similar to the fifth variant, can also detect external forces applied to positions away from the detection portion 21.

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

It is desirable, but not limited to, that the detection unit 21 be arranged spirally in the longitudinal direction of the elastic body 22 along the inner surface 22a of the elastic body 22 without any electrical contact. For example, the detection unit 21 may be arranged in parallel along the longitudinal direction of the elastic body 22 with the two electrode wires 23, 24 not in electrical contact. The elastic body 22 may be any insulating material, and may not be flexible or elastic.

It is desirable for the detection unit 21 to have at least two electrode wires 23, 24 connected via an electrical resistor R, but this is not limited to this. The detection unit 21 may also omit the electrical resistor R.

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, but this is not required. The road surface interference sensor 10 may, for example, determine the presence or absence of road surface interference based solely 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 part 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 physical quantities that change due to road surface interference. This also applies to other technical concepts. The physical quantity detection unit may be configured as a dedicated component for road surface interference, or as a general-purpose component that detects vibrations and impacts on the vehicle V.

It is desirable for the road surface interference sensor 10 to have an identification unit 52 that identifies the one of the multiple detection units 21 that detected an external force, but this is not limited to this. For example, the road surface interference sensor 10 may omit the identification unit 52.

It is desirable for the road surface interference sensor 10 to be equipped with a determination unit 51 that determines whether or not road surface interference exists, but this is not a limitation. For example, the road surface interference sensor 10 may omit the determination unit 51 and simply detect external forces acting on the vehicle V due to road surface interference.

The road surface interference sensor 10 may be configured to output a signal corresponding to the presence or absence of contact between the multiple electrode wires 23, 24 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 21 to be embedded in the buffer member CP. It is desirable, but not limited to, that at least a portion of the detection unit 21 be arranged 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 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 that it does not overlap with the battery cells C in the vertical direction Dv.

The vehicle V to which the road surface interference sensor 10 is applied is not limited to those described above. The road surface interference sensor 10 can also be applied to vehicles V powered by internal combustion engines, vehicles V without an underpanel UP, etc. Note that while the road surface interference sensor 10 is designed to detect impacts applied to the power storage unit BU, it may also be designed to detect impacts applied to underfloor equipment other than the power storage unit BU. Note that although the multiple battery cells C that make up the power storage unit BU are restrained by restraint bands or the like as a battery pack CS, this does not have to be the case.

[Second Technical Concept]
In the second technical concept, 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 concept will be described with reference to Figs.

As shown in Figure 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 the CAN, which is the communication network of the vehicle V, and the signal from the pressure sensor is output to the outside via the CAN.

The impact sensor 30 includes a detection unit 31 that detects external forces 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 external forces applied to the vehicle V based on pressure changes inside the tube 32.

The tube 32 is an elongated circular tube with a generally circular cross section. The tube 32 is made of silicone rubber, a flexible rubber material. For example, the length of the tube 32 is set to 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.

The detection unit 31 is arranged so that it overlaps 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.

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

As shown in FIG. 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.

As shown in Figures 30 and 32, the first pressure sensor 33 includes a case 331, terminals 332, a sensor element 333, and a circuit board 334. The second pressure sensor 34 has a sensor configuration that is substantially the same as 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.

The case 331 includes a case body 331a and a case lid 331b, which, together with the case body 331a, forms a space for accommodating the sensor element 333 and circuit board 334. The case body 331a includes a board placement section 331c on which the sensor element 333 and circuit board 334 are placed, 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 introduction hole 331f is formed in the connection port 331d, which introduces pressure inside the tube 32 to the sensor element 333. This pressure introduction hole 331f is connected to the space that accommodates the sensor element 333 and circuit board 334.

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

The sensor element 333 includes a semiconductor element with a diaphragm that receives pressure inside the tube 32. The sensor element 333, together with the circuit board 334, is arranged 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.

The circuit board 334 is a board on which a signal processing circuit is formed that performs amplification and other processing 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.

When road interference occurs and the cushioning member CP deforms together with the underpanel UP, the tube 32 is pressed against the floor panel FP by the deformation of the cushioning member CP, causing the tube 32 to deform. At this time, the first pressure sensor 33 and the second pressure sensor 34 detect the pressure change accompanying the deformation of the tube 32. For example, in the first pressure sensor 33, when the sensor element 333 detects a pressure change inside the tube 32, 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 processed as required on the circuit board 334 and then output to the outside via the terminal 332.

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 on the vehicle V. In particular, when the impact sensor 30 is applied to large on-board equipment such as a battery pack BP, the length of the tube 32 increases, 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 on the vehicle V.

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

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 less than the maximum deformation amount of the tube 32 expected in advance, so that the liquid LQ is less likely to flow into the interior of each pressure sensor 33, 34. Furthermore, to prevent a decrease in the insulation of each pressure sensor 33, 34 due to the inflow of liquid LQ, an insulating liquid with electrical insulating properties is used as the liquid LQ. Furthermore, a liquid LQ that does not freeze within the operating temperature range of the vehicle V (i.e., an antifreeze liquid) is used as the liquid LQ.

Here, if silicone oil is filled as the liquid LQ into the silicone tube 32, the silicone oil may cause the tube 32 to swell, changing its characteristics. Changing the characteristics of the tube 32 due to filling with 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, can be used as the liquid LQ. Note that liquid LQ other than fluorine-based oil may also be used as long as it has little effect on the characteristics of the tube 32.

The sensor control unit 60 is configured as a computer equipped with I/O devices including a processor, memory, and communication unit. The first pressure sensor 33 and 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 device 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.

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

The sensor control unit 60 includes a determination unit 61, an identification unit 62, and a signal output unit 63 as functional components implemented on a computer. The determination unit 61 is functionally configured to determine whether or not road surface interference exists. The identification unit 62 is functionally configured to identify the location on the tube 32 where an external force has acted. The signal output unit 63 is functionally configured to output a signal corresponding to a change in pressure inside the tube 32 detected by each pressure sensor 33, 34. Note that each functional component is merely set for convenience's sake to facilitate understanding of the contents of this disclosure. Therefore, even if these functional components are not actually implemented as subroutines or hardware, the requirements of this disclosure can be satisfied as long as the specified functions or processes of this disclosure are implemented.

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

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

Next, in step S210, the sensor control unit 60 determines whether 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 detected pressure of 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 detected pressures of both 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.

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 pressure sensor 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.

Here, the processing 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 processing of step S220.

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

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. This detection unit 31 includes a flexible, hollow tube 32 and pressure sensors 33, 34 that detect the pressure inside the tube 32, with liquid LQ sealed inside the tube 32 as a pressure transmission medium.

In this way, if 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.

In particular, the road surface interference sensor 10 of this example has a redundant sensor configuration in which pressure changes inside the tube 32 are detected by the first pressure sensor 33 and the second pressure sensor 34. This makes it possible to determine whether road surface interference exists even if one of the first pressure sensor 33 or the second pressure sensor 34 fails.

In addition, the road surface interference sensor 10 in this example has the following features:

(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.

(2) The road surface interference sensor 10 is equipped with a determination unit 61 that determines the presence or absence of road surface interference. Separate from the detection unit 31, the vehicle V is equipped with an acceleration sensor GS as a physical quantity detection unit that detects physical quantities that change 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 road surface interference determination.

(3) A signal corresponding to an external force acting on the vehicle V is output to the outside via the vehicle V's communication network. This makes it possible to detect external forces acting on the vehicle V while minimizing the number of I/O ports to which the signal is output.

(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. In this way, by embedding at least a portion of the detection unit 31 in the buffer member CP, the detection unit 31 is protected by the buffer member CP, while 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.

(5) The underfloor equipment is a power storage unit BU that includes multiple battery cells C. This makes it possible to determine the impact on the power storage unit BU based on the output of the road surface interference sensor 10, making it easier to implement measures to address problems that may arise due to the impact on the battery pack CS.

(6) The detection unit 31 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 31 to detect impacts to multiple battery cells C. This significantly contributes to simplifying the sensor configuration of the road surface interference sensor 10.

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

As shown in Figures 35 and 36, the first pressure sensor 33A includes a case 335, terminals 332, a sensor element 333, and a circuit board 334. The second pressure sensor 34A has a sensor configuration that is substantially the same as 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.

The case 335 includes a board placement section 335a in which the sensor element 333 and circuit board 334 are placed, a connection port 335c in which a pressure introduction hole 335b is formed, and a connector section 335d including terminals 332. The board placement section 335a, together with the connector section 335d, forms a space for accommodating the sensor element 333 and circuit board 334. The connection port 335c is connected to the side opposite the connector section 335d. The connection port 335c is formed with a bottomed pressure introduction hole 335b that communicates with the inside of the tube 32. The connection port 335c has a thin-walled diaphragm section 335e formed at the bottom of the pressure introduction hole 335b. The sensor element 333 is placed in the diaphragm section 335e on the side opposite the pressure introduction 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 corresponding to the amount of deformation of the diaphragm portion 335e.

In the first pressure sensor 33A configured as described above, the housing space for the sensor element 333 and circuit board 334 is separated from the pressure introduction 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.

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

[Modification 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.

[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.

[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 using a plurality of detectors 31, as shown in Fig. 39. In the example shown in Fig. 39, the plurality of detectors 31 detect different assembled batteries CS, but they may also detect a common assembled battery CS.

[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.

[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.

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

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 another device such as a battery management system (BMS).

[Other Modifications]
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.

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 pressure sensor 33, 34, a conductive fluid (e.g., a water-soluble liquid) may be used as the liquid LQ.

It is desirable for the road surface interference sensor 10 to be equipped with an identification unit 62 that identifies the location of road surface interference, but this is not limited to this. For example, the road surface interference sensor 10 may omit the identification unit 62.

It is desirable for the road surface interference sensor 10 to be equipped with a determination unit 61 that determines whether or not road surface interference exists, but this is not a limitation. For example, the road surface interference sensor 10 may omit the determination unit 61 and simply detect external forces acting on the vehicle V due to road surface interference.

The road surface interference sensor 10 does not 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 arranged 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 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 31 may also be arranged so that it does not overlap with the battery cells C in the vertical direction Dv.

The vehicle V to which the road surface interference sensor 10 is applied is not limited to those described above. The road surface interference sensor 10 can also be applied to vehicles V powered by internal combustion engines, vehicles V without an underpanel UP, etc. Note that while the road surface interference sensor 10 is designed to detect impacts applied to the power storage unit BU, it may also be designed to detect impacts 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.

[Third Technical Concept]
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 Figures 43 to 49.

As shown in FIG. 43, the road surface interference sensor 10 includes multiple 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 battery pack CS. The road surface interference sensor 10 is connected to the CAN, which is the communication network of the vehicle V, and a signal corresponding to the presence or absence of contact between the first electrode sheet 413 and the second electrode sheet 414 (described below) is output to the outside via the CAN.

The contact sensor 40 includes multiple detection units 41 that detect external forces applied to the vehicle V from the road surface RS. Each of the multiple detection units 41 has the same configuration. Below, we will explain in detail one representative one of the multiple detection units 41, and will omit explanations of the others.

As shown in FIG. 44, the detection unit 41 has multiple contact switches 42 and conductive parts 43 that connect 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 multiple contact switches 42 are electrically connected in parallel via the conductive parts 43. The detection unit 41 has circular portions that make up the contact switches 42 and rectangular portions that make up the conductive parts 43.

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 stacked in this order.

The first outer sheet 411 and the second outer sheet 412 are made of a thin film resin material with electrical insulation properties. The first outer sheet 411 and the second outer sheet 412 are made of, for example, polyethylene naphthalate resin.

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, for example, of a silver layer coated 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.

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.

The spacer 415 is made of a thin film of electrically insulating resin material. For example, the spacer 415 is made of polyethylene naphthalate resin. A through hole 416 is formed in the spacer 415 at the location that constitutes the contact switch 42. This allows the first electrode sheet 413 and the second electrode sheet 414 to come into direct contact with each other at the location that constitutes the contact switch 42.

The detection unit 41 is arranged so as to overlap two or more battery cells C in the vertical direction Dv. In this example, the detection unit 41 is arranged below the battery pack CS so as to extend along the arrangement direction Dst of the battery cells C. The detection unit 41 is arranged with its thickness direction aligned with the vertical direction Dv so that it can be easily placed 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 arranged 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. The electrode facing direction coincides with the thickness direction of the detection unit 41.

Specifically, as shown in FIG. 46, the detection unit 41 is at least partially embedded in the battery pack CS and the buffer member CP. The detection unit 41 may be embedded in a groove or notch provided in the buffer member CP for embedding, or may be sandwiched between two buffer members CP. The detection unit 41 may also be embedded in the buffer member CP with a portion exposed to the outside of the buffer member CP.

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 in the contact switch 42 are in contact.

The sensor control unit 70 is configured as a computer equipped with I/O devices including a processor, memory, and communication unit. Multiple 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. Via the CAN, the sensor control unit 70 is connected to a battery management device BMS, an acceleration sensor GS, a higher-level control device UE, a display control device HMI, and the like. The memory of the sensor control unit 70 is configured as a non-transient tangible storage medium.

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

The sensor control unit 70 includes a determination unit 71, an identification unit 72, and a signal output unit 73 as functional components implemented on a computer. The determination unit 71 is functionally configured to determine whether or not road surface interference has occurred. The identification unit 72 is functionally configured to identify the location where road surface interference has occurred. The signal output unit 73 is functionally configured to output a signal corresponding 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 this disclosure. Therefore, even if these functional components are not actually implemented as subroutines or hardware, the requirements of this disclosure can be satisfied as long as the specified functions or processes of this disclosure are implemented.

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

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

Next, in step S310, the sensor control unit 70 determines whether road surface 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 surface 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 surface 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 70 also determines that road surface 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 surface interference, or when the acceleration sensor GS does not detect acceleration in the vertical direction Dv equal to or greater than a certain level.

Next, in step S320, the sensor control unit 70 identifies one of the multiple 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 multiple detection units 41 that has detected an external force based on the output voltage of each detection unit 41.

Here, the processing 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 processing of step S320.

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

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 external forces 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 external forces 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.

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

In contrast, when detecting an external force based on whether or not each electrode sheet 413, 414 is in contact, it is possible to properly detect the external force applied to the vehicle V from the road surface RS side, even if the external force acts locally. In particular, the road surface interference sensor 10 of this example is excellent in terms of ease of installation on the vehicle V, since there is no need to secure space for installing pressure sensors on both ends of the tube, as in Patent Document 1.

In addition, the road surface interference sensor 10 in this example has the following features:

(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.

(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. In this way, by embedding at least a portion of the detection unit 41 in the buffer member CP, the detection unit 41 is protected by the buffer member CP, while 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.

(3) The road surface interference sensor 10 is equipped with a determination unit 71 that determines the presence or absence of road surface interference. Separate from the detection unit 41, the vehicle V is equipped with an acceleration sensor GS as a physical quantity detection unit that detects physical quantities that change due to road surface interference. The determination unit 71 determines the presence or absence of road surface interference based on the output of the detection unit 41 and the output of the acceleration sensor GS installed on 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 road surface interference determination.

(4) A signal corresponding to an external force acting on the vehicle V is output to the outside via the vehicle V's communication network. This makes it possible to detect external forces acting on the vehicle V while minimizing the number of I/O ports to which the signal is output.

(5) The underfloor equipment is a power storage unit BU that includes multiple battery cells C. This makes it possible to determine the impact on the power storage unit BU based on the output of the road surface interference sensor 10, making it easier to implement measures to address problems that may arise due to the impact on the power storage unit BU.

(6) The detection unit 41 is positioned 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 significantly simplifies the sensor configuration of the road surface interference sensor 10.

[Modification 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.

[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 the signal from the detection unit 41 as an analog signal to the battery management system BMS. The sensor control unit 70 may be configured as an integral part of a control device different from the battery management system BMS. The sensor control unit 70 is not essential and may be omitted.

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

The road surface interference sensor 10 may be configured, for example, so that the sensor control unit 70 is integrated with the battery management system BMS, and multiple detection units 41 are each connected to the battery management system BMS.

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

[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.

As shown in Figure 51, the short dimension of the contact switch 44 in this example in a plan view is sufficiently larger than the thickness of the contact switch 44 so that the external force detection range is expanded. Furthermore, the contact switch 44 is configured to be thin (for example, approximately 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.

As shown in FIG. 52, the contact switch 44 includes a first electrode sheet 441, a second electrode sheet 442, and an insulating material 443. The contact switch 44 is configured as a laminate in which the first electrode sheet 441, the insulating material 443, and the second electrode sheet 442 are stacked in this order.

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 the contact switch 44 are arranged between the first electrode sheet 441 and the second electrode sheet 442 at intervals in the long direction of the contact switch 44. The arrangement intervals of the plurality of insulating materials 443 are set appropriately in advance according to the anticipated detection target.

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

When an external force is applied to the contact switch 44 configured in this manner, it is compressed, as shown in Figure 53, and the external force is detected when the first electrode sheet 441 and the second electrode sheet 442 come into contact.

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 insulating material 443. This allows it to be thinner than the pressure sensor 20. Also, while trying to make the tubular pressure sensor 20 thinner results in a trade-off in that the external force detection range becomes narrower, 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 improved mountability.

In addition, because 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 cushioning material. This contributes greatly to simplifying the contact switch 44.

Here, the contact switch 44 in 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 portion 444, but is not limited to this.

As shown in FIG. 54, for example, the contact switch 44 may have a recess 442a formed in the second electrode sheet 442 away from the first electrode sheet 441, which defines the distance between the first electrode sheet 441 and the second electrode sheet 442 in the gap region 444. The distance between the first electrode sheet 441 and the second electrode sheet 442 in the gap region 444 may also be defined by a recess 442a formed in the first electrode sheet 441 away from the second electrode sheet 442.

[Other Modifications]
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.

It is desirable for the road surface interference sensor 10 to be equipped with a determination unit 71 that determines whether or not road surface interference exists, but this is not a limitation. 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 road surface interference exists based solely on the output of the detection unit 21.

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 vehicle V's communication network. The road surface interference sensor 10 does not require the detection unit 41 to be embedded in the buffer member CP. It is also desirable, but not limited to, that at least a portion of the detection unit 41 be arranged to extend along the arrangement direction Dst of the battery cells C that make up the battery pack CS. 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 that it does not overlap with the battery cells C in the vertical direction Dv.

The vehicle V to which the road surface interference sensor 10 is applied is not limited to those described above. The road surface interference sensor 10 can also be applied to vehicles V powered by internal combustion engines, vehicles V without an underpanel UP, etc. Note that while the road surface interference sensor 10 is designed to detect impacts applied to the power storage unit BU, it may also be designed to detect impacts 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.

[Fourth Technical Concept]
The fourth technical concept 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 concepts and a monitoring sensor that monitors on-vehicle equipment. An embodiment of the fourth technical concept will be described below with reference to Figures 55 and 56.

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.

The monitoring unit 110 monitors the in-vehicle equipment that is 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 equipment monitored by the monitoring unit 110.

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 constitute 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.

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.

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.

The monitoring unit 110 configured in this manner receives the sensor output of the road surface interference sensor 10 via the battery management system (BMS). In this example, the monitoring unit 110 controls the operation of various monitoring sensors in accordance with the sensor output of the road surface interference sensor 10.

The battery management unit BMS receives sensor outputs from various monitoring sensors and the road interference sensor 10. The battery management unit BMS monitors the presence or absence of abnormalities in the power storage unit BU using the sensor outputs from various monitoring sensors and the road 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, allowing it 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, preventing it from traveling. However, the battery management unit BMS has a wake-up function that allows it to return from a sleep state in response to an external input signal, even when in a ready-off state.

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

As shown in FIG. 56, the monitoring system 100 first reads various signals in step S400. For example, 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.

In step S405, the monitoring system 100 determines whether an external force due to road interference has been detected as an impact. Specifically, either the road interference sensor 10 or the monitoring unit 110 compares the external force detected by the road interference sensor 10 with a predetermined threshold to determine whether an external force has been applied to the vehicle V. The predetermined threshold is set, for example, to an external force that is expected to have an effect on the power storage unit BU that is being monitored by the monitoring unit 110.

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 or the like. The impact flag FL_sl is a flag that indicates that the vehicle V has received an impact of a level that will affect the power storage unit BU, and its initial value is set to "0."

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

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 driving, and a ready-off state in which the vehicle V is unable to drive. 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.

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 charging and discharging abnormalities, for example, based on the sensor outputs of the voltage sensor 112 and the current sensor 113. Additionally, the monitoring system 100 monitors for 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 "constant monitoring" here is a concept that includes not only the operation of continuously acquiring signals from the monitoring sensors, but also the operation of acquiring signals from the monitoring sensors at predetermined short intervals.

Next, in step S420, the monitoring system 100 determines whether or not an abnormality in the power storage unit BU has been detected through continuous monitoring of the power storage unit BU. If thermal runaway of the power storage unit BU is detected through continuous monitoring of the power storage unit BU, the monitoring system 100 proceeds to step S430 and issues a warning to urge occupants to evacuate the vehicle V. Note that, for example, if an abnormality other than thermal runaway is detected through continuous monitoring of the power storage unit BU, the monitoring system 100 issues a warning to the driver or other person urging repair or inspection.

On the other hand, if the vehicle V is parked, the monitoring system 100 proceeds to step S435 and determines whether the impact flag FL_sl is "1." In other words, the monitoring system 100 determines whether the road surface interference sensor 10 has detected an impact of a level that would have some effect on the power storage unit BU.

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 to the monitoring unit 110 as impact history. The impact history may include, for example, not only the fact that an impact was detected, but also the time the impact was detected, the location where the impact occurred, etc.

Next, the monitoring system 100 executes a monitoring enhancement process that strengthens 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 number 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.

Specifically, in step S445, the monitoring system 100 executes a process to determine whether or not there is an abnormality (e.g., 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 for the sensor output is longer than during continuous monitoring, in order to reduce the power consumption of the power storage unit BU.

Next, in step S450, the monitoring system 100 determines whether or not an abnormality in the power storage unit BU has been detected through intermittent monitoring of the power storage unit BU. If an abnormality in the power storage unit BU is detected through 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. Then, in step S430, the monitoring system 100 issues a warning to urge occupants to evacuate the vehicle V. Note that, for example, if an abnormality other than thermal runaway is detected through monitoring of the power storage unit BU, the monitoring system 100 issues a warning to the driver or other person urging repair or inspection.

On the other hand, if the impact flag FL_sl is "0", the monitoring system 100 proceeds to step S460. In step S460, the monitoring system 100 executes processing with a lower monitoring level for the power storage unit BU compared to when the impact flag FL_sl is "1". In this example, the monitoring system 100 executes processing to determine whether or not there is an abnormality in the power storage unit BU by reducing the number of monitoring sensors that monitor the power storage unit BU.

Specifically, the monitoring system 100 executes a process to determine whether or not an abnormality (e.g., thermal runaway) exists 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 for the sensor output is longer than during continuous monitoring, in order to reduce the power consumption of the power storage unit BU.

Next, in step S450, the monitoring system 100 determines whether or not an abnormality in the power storage unit BU has been detected through intermittent monitoring of the power storage unit BU. If an abnormality in the power storage unit BU is detected through 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. Then, in step S430, the monitoring system 100 issues a warning to urge occupants to evacuate the vehicle V. Note that, for example, if an abnormality other than thermal runaway is detected through monitoring of the power storage unit BU, the monitoring system 100 issues a warning to the driver or other person urging repair or inspection.

The monitoring system 100 described above comprises a 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-board 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.

In this way, if the sensor output of the road surface interference sensor 10 is input to the monitoring unit 110, it is possible to determine abnormalities in the on-board equipment by correlating the impact to the 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 sensor output of the road surface interference sensor 10 can 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.

The monitoring system 100 of this example also 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.

(2) Specifically, when the monitoring system 100 detects that an impact has been applied to the vehicle V based on the sensor output of the road surface interference sensor 10, it executes a monitoring enhancement process to enhance monitoring of the on-board equipment that is the target of monitoring. This makes it possible to appropriately detect abnormalities in the on-board equipment caused by external forces while reducing the monitoring burden on the on-board equipment.

(3) The power storage unit BU, which is one of the on-board 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 power storage unit BU.

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, or may occur some time after the impact. For this reason, for example, if the vehicle V is put into the ready-off state after an impact is applied while the vehicle V is traveling, there is a risk that the abnormality in the power storage unit BU may not be properly detected.

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 power consumption of the power storage unit BU in the ready-off state.

(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 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 be more likely to occur than the voltage or temperature of the power storage unit BU. Furthermore, if the battery pack BP's housing case SC is damaged and its airtightness is lost, the internal pressure of the housing case SC will become atmospheric pressure, and it may be difficult to detect thermal runaway in the power storage unit BU based solely on pressure changes inside the battery pack BP.

Taking these factors into consideration, in this example, when an impact is detected, the monitoring system 100 uses the sensor outputs of both the pack internal pressure sensor 115 and the gas sensor 116 to determine whether or not there is an abnormality (e.g., thermal runaway) in the power storage unit BU. This has the advantage of making it easier to detect thermal runaway in the power storage unit BU at an early stage.

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 using the sensor output of the pack internal pressure sensor 115, thermal runaway of the power storage unit BU can be properly detected based on the sensor output of the gas sensor 116.

(5) If the monitoring system 100 detects an abnormality in the power storage unit BU when the vehicle V is in a ready-off state, it is desirable that the monitoring system 100 externally notify information prompting 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 way, even if an abnormality occurs in the power storage unit BU when the vehicle V is in a ready-off state due to an impact 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 there is an abnormality in the power storage unit BU.

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

[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.

[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.

[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 an impact has been applied to the vehicle V.

[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 value 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 the impact detection.

[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.

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

[Seventh Modification]
The monitored device of the monitoring system 100 is not limited to a battery pack BP whose battery cells C are constituted by 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 constituted by all-solid-state batteries using the monitoring unit 110.

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 and 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.

An example of the process for monitoring an all-solid-state battery using the monitoring system 100 will be described below with reference to FIG. 59. The processes in steps S500 to S535 shown in FIG. 59 are essentially the same as the processes in steps S400 to S435 shown in FIG. 56, and therefore will not be described here.

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 unit BMS as impact history to the monitoring unit 110 in step S540. The monitoring system 100 then executes enhanced monitoring processing to strengthen monitoring of the all-solid-state battery being monitored. In this example, the monitoring system 100 executes processing 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 step S545. In this processing, the sensor output sampling period is longer than 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, 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.

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 processing with a lower monitoring level for the all-solid-state battery compared to when the impact flag FL_sl is "1." In this example, the monitoring system 100 executes processing 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 processing, the sensor output sampling period is longer than during continuous monitoring, resulting in intermittent operation, 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 in the all-solid-state battery has been detected by intermittent monitoring of the all-solid-state battery. If an abnormality in the all-solid-state battery is detected, the monitoring system proceeds to step S555. In step S555, the battery management unit BMS, which is in a sleep state, is woken up.

As explained 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 just one example, and the enhanced monitoring process may be different from what has been described above.

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.

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 those specific numbers unless expressly stated as essential or unless they are clearly limited to a specific number in principle.

In the above-described embodiments, when referring to the shapes, positional relationships, etc. of components, etc., there is no limitation to those shapes, positional relationships, etc., unless otherwise specified or in principle limited to specific shapes, positional relationships, etc.

The control unit 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 control unit 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 control unit and method of the present disclosure may be implemented on one or more special-purpose computers configured with a combination of a processor and memory programmed to perform one or more functions and a processor configured with one or more hardware logic circuits. The computer program may also be stored on a computer-readable non-transitory tangible recording medium as instructions executed by a computer.

[Multiple technical perspectives]

[First Technical Concept]
The first technical idea has the following multiple viewpoints.
[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.

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

[Third viewpoint]
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.

[Fourth viewpoint]
A 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.

[Fifth Aspect]
A road surface interference sensor as described in 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.

[Sixth Aspect]
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.

[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.

[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 described in any one of the first to seventh aspects, wherein a series connection body (SCB) in which a plurality of the detection units are electrically connected in series is connected to the signal output unit.

[Ninth Viewpoint]
The road surface interference sensor according to an eighth aspect, wherein the detection unit has at least two of the electrode wires connected via an electrical resistor (R).

[Tenth Aspect]
An identification unit (52) that identifies the one in which the external force is detected from among the plurality of detection units,
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.

[Eleventh Aspect]
A determination unit (51) is provided 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.

[Twelfth Aspect]
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.

[Thirteenth Aspect]
A buffer member (CP) is disposed between an underfloor device 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.

[Fourteenth Aspect]
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).

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

[Sixteenth Aspect]
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 equipment (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.

[Seventeenth Aspect]
A monitoring system 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.

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

[First viewpoint]
A road surface interference sensor,
a detection unit (31) 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 road surface interference sensor includes a flexible hollow tube (32) and a pressure sensor (33, 34) that detects the pressure inside the tube, and a liquid is sealed inside the tube as a pressure transmission medium.

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

In contrast, if an incompressible liquid is sealed inside the tube, the air inside the tube will be reduced, making it possible to properly detect the external force acting on the vehicle from the road surface, even if the deformation of the tube is localized.

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

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

[Fourth viewpoint]
A determination unit (61) is provided 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 section determines whether or not road surface interference exists based on an output from the detection section and an output from the physical quantity detection section.

[Fifth Aspect]
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.

[Sixth Aspect]
A buffer member (CP) is disposed between an underfloor device 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.

[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).

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

[Third Technical Concept]
The third technical idea has the following multiple viewpoints.
[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 detects the external force based on whether or not the first electrode sheet and the second electrode sheet are in contact with each other. This road surface interference sensor.

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

In contrast, when detecting external forces based on the presence or absence of contact between each electrode sheet, it is possible to properly detect external forces acting on the vehicle from the road surface, even if the external force acts locally. Additionally, if the detection unit is configured to include a sheet-shaped contact switch, it has the advantage of being easier to place in the limited space below the floor panel.

[Second viewpoint]
When the direction in which the first electrode sheet and the second electrode sheet face each other is defined as an electrode facing direction,
A road surface interference sensor as described in a 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.

[Third viewpoint]
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.

[Fourth viewpoint]
A determination unit (71) is provided 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 section determines whether or not road surface interference exists based on an output from the detection section and an output from the physical quantity detection section.

[Fifth Aspect]
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.

[Sixth Aspect]
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).

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

10 Road surface interference sensor 21 Detecting unit 22 Elastic body (insulating body)
23, 24, 26, 27 Electrode wire V Vehicle FP Floor panel

Claims (17)

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. The detection unit includes an outer layer member (25) that covers the insulator,
2. The road surface interference sensor according to claim 1, wherein the outer layer member is made of an elastic material having a higher rigidity than the insulator. 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,
2. The road surface interference sensor according to claim 1, wherein the detection unit is disposed 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. A road surface interference sensor as described in claim 3, wherein the displacement portion is composed of a deformation member (282) that has lower rigidity than the protector portion and deforms when the external force acts on it. The road surface interference sensor described in claim 4, wherein the deformable member includes a thin-walled portion (283a) that is thinner than the protector portion, and is a spring portion (283) that bends from the thin-walled portion as a starting point, thereby deforming in a direction toward the floor panel. A road surface interference sensor as described in claim 4, wherein the deformable member is a cushion portion (285) having lower rigidity than the protector portion. A road surface interference sensor as described in any one of claims 1 to 3, wherein the multiple electrode wires are arranged spirally in the longitudinal direction of the insulator along the inner surface of the insulator without being electrically contacted. 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;
4. The road surface interference sensor according to claim 1, wherein a series connection body (SCB) in which a plurality of the detection units are electrically connected in series is connected to the signal output unit. The road surface interference sensor of claim 8, wherein the detection unit has at least two of the electrode wires connected via an electrical resistor (R). An identification unit (52) that identifies the one in which the external force is detected from among the plurality of detection units,
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 claim 9 , 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. A determination unit (51) is provided 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,
4. The road surface interference sensor according to claim 1, wherein the determination unit determines whether or not road surface interference exists based on an output from the detection unit and an output from the physical quantity detection unit. A road surface interference sensor according to any one of claims 1 to 3, wherein a signal corresponding to the external force applied to the vehicle is output to the outside via the vehicle's communication network. A buffer member (CP) is disposed between an underfloor device installed below the floor panel and the road surface,
4. The road surface interference sensor according to claim 1, wherein at least a portion of said detection portion is embedded in said buffer member. The road surface interference sensor according to claim 13, wherein the underfloor equipment is a power storage unit (BU) comprising a plurality of battery cells (C). The road surface interference sensor described in claim 14, wherein the detection unit is positioned so that at least a portion of the detection unit overlaps two or more of the battery cells in the vertical direction. 1. A monitoring system comprising:
A road surface interference sensor (10) according to any one of claims 1 to 3;
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 equipment (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. The monitoring system described in claim 16, 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 to determine whether an impact has been applied to the vehicle.