Battery fault monitoring and management system and method

Abstract

The present application provides a battery fault monitoring and management system and method, which relates to the field of battery technology. The battery fault monitoring and management system is connected to the vehicle system, and includes: a fault detection module for obtaining the value of the fault signal of the battery pack; a processing module for determining the fault level of the battery pack according to the value of the fault signal; determining the corresponding fault handling method according to the fault level; and executing the fault handling method corresponding to the fault level. The technical solution of the present application can accurately provide more appropriate fault handling methods for different fault levels of the battery, thereby improving the safety of the battery.

Description

Technical Field

[0001] The present application belongs to the field of battery technology, and in particular relates to a battery fault monitoring and management system and method. Background Art

[0002] With the rapid development of battery technology, batteries are increasingly used as power sources in the transportation field and other fields. For example, the battery in an electric car provides power for the electric car. Battery safety has become one of the key issues of concern.

[0003] The battery in an electric vehicle will be charged and discharged. During the charging and discharging process, it may be overcharged or over-discharged, or even explode or burn, seriously affecting the safety of the battery and vehicle users. In addition, electric vehicles are often placed outdoors, and the body of the vehicle may be damaged, causing the battery pack to be exposed or even damaged, which will also affect the safety of the battery.

[0004] Therefore, there is an urgent need for an accurate battery fault monitoring and management system and method to ensure the safety of batteries and vehicle driving. Summary of the invention

[0005] The embodiments of the present application provide a battery fault monitoring and management system and method, which can improve the safety of the battery.

[0006] On the one hand, an embodiment of the present application provides a battery fault monitoring and management system connected to a vehicle system, and the battery fault monitoring and management system includes: a fault detection module, used to obtain the numerical value of a fault signal of a battery pack; a processing module, used to determine the fault level of the battery pack according to the numerical value of the fault signal; determine the corresponding fault handling method according to the fault level; and execute the fault handling method corresponding to the fault level.

[0007] On the other hand, an embodiment of the present application provides a battery fault monitoring and management method, including: the battery fault monitoring and management system obtains the value of the fault signal of the battery pack; the battery fault monitoring and management system determines the fault level of the battery pack according to the value of the fault signal; the battery fault monitoring and management system determines the corresponding fault handling method according to the fault level; the battery fault monitoring and management system executes the fault handling method corresponding to the fault level.

[0008] The embodiment of the present application provides a battery fault monitoring and management system and method, wherein the fault detection module in the battery fault monitoring and management system can obtain the value of the fault signal of the battery pack. The processing module can determine the fault level of the battery pack according to the value of the fault signal. According to the different fault levels, the fault handling method corresponding to the fault level is executed. Different fault handling methods are executed for different fault levels, so that more appropriate fault handling methods can be accurately provided for different fault levels of the battery, thereby improving the safety of the battery. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] The present application can be better understood from the following description of the specific embodiments of the present invention in conjunction with the accompanying drawings, wherein the same or similar reference numerals represent the same or similar features.

[0010] Figure 1 A schematic diagram of the structure of a battery fault monitoring and management system provided in one embodiment of the present application;

[0011] Figure 2 A schematic diagram of the structure of a battery fault monitoring and management system provided by another embodiment of the present application;

[0012] Figure 3 A schematic diagram of the structure of a fault detection module provided in an embodiment of the present application;

[0013] Figure 4 A schematic diagram of the structure of a power supply unit provided in one embodiment of the present application;

[0014] Figure 5 A schematic diagram of the structure of a charge and discharge control module provided in one embodiment of the present application;

[0015] Figure 6 A schematic diagram of the structure of a charge and discharge control module provided in another embodiment of the present application;

[0016] Figure 7 A schematic diagram of the structure of a battery fault monitoring and management system provided by another embodiment of the present application;

[0017] Figure 8 A flowchart of a battery fault detection and management method provided in one embodiment of the present application;

[0018] Fig. 9 A flowchart of a battery fault monitoring and management method provided by another embodiment of the present application. DETAILED DESCRIPTION

[0019] The features and exemplary embodiments of various aspects of the application will be described in detail below. In the detailed description below, many specific details are proposed to provide a comprehensive understanding of the application. However, it is obvious to those skilled in the art that the application can be implemented without the need for some of these specific details. The following description of the embodiments is only to provide a better understanding of the application by illustrating the example of the application. The application is by no means limited to any specific configuration and algorithm proposed below, but covers any modification, replacement and improvement of elements, parts and algorithms without departing from the spirit of the application. In the accompanying drawings and the following description, known structures and technologies are not shown to avoid causing unnecessary ambiguity to the application.

[0020] Batteries are used as power sources in more and more fields, such as transportation. In electric vehicles such as electric cars and electric bicycles. Moreover, due to the continuous development of mobile travel, the shared vehicle model has become a major focus of mobile travel. Among them, the safety of batteries in electric vehicles using the shared vehicle model is more important. Batteries in electric vehicles need to be charged and discharged. Battery discharge can provide power for electric vehicles and provide electrical energy for electrical components in electric vehicles; battery charging allows the battery to store energy for easy recycling.

[0021] However, during the process of charging and / or discharging the battery (referred to as charging and discharging), the battery may be overcharged or over-discharged. In severe cases, the battery may even burn or explode, posing a major threat to the safety of the battery and the personal safety of the user. In some cases, the body of the electric vehicle may be damaged, causing the battery to be exposed. The exposed battery without any shielding will also pose a major threat to the safety of the battery. To ensure the safety of the battery, sensors such as light sensors or smoke sensors can be installed in the battery pack or battery module. When the vehicle is in motion or stationary, if the sensor detects light or smoke, the vehicle takes unified measures to issue a warning signal or shut down the power in an emergency. However, inaccurate judgments on battery faults often occur, and taking a single unified measure for all faults may also result in inappropriate response measures.

[0022] Therefore, there is an urgent need for a battery fault monitoring and management system and method to accurately determine battery faults and take accurate and appropriate treatment measures to ensure battery safety.

[0023] In the embodiment of the present application, the battery can be implemented in the form of a battery pack, which can include multiple single cells, and the connection relationship of the single cells is not limited here. The connection between the multiple single cells can be series, parallel or mixed. Specifically, the battery pack can be a battery module or a battery pack, which is not limited here.

[0024] The embodiment of the present application provides a battery fault monitoring and management system and method, which can be applied to the battery fault detection process. The battery fault monitoring and management system can be integrated into a battery management system (BMS) and installed in an electric vehicle with the BMS. The battery fault monitoring and management system and method in the embodiment of the present application can detect fault threats such as combustion caused by battery exposure or battery overcharge or over-discharge, so as to take measures corresponding to the fault in time, ensure the safety of the battery, and improve the safety and reliability of the battery management system and the vehicle.

[0025] The battery fault monitoring and management system in the embodiment of the present application is connected to the vehicle system. The vehicle system may specifically be a vehicle processor, a vehicle display, etc., which is not limited here. Figure 1 This is a schematic diagram of the structure of a battery fault monitoring and management system provided by an embodiment of the present application. Figure 1 As shown, the battery fault monitoring and management system may include a fault monitoring module P11 and a processing module P12.

[0026] The fault detection module P11 is connected to the battery pack P20 and the processing module P12. The fault detection module P11 is used to obtain the value of the fault signal of the battery pack P20. Specifically, the fault signal can be used to characterize the light intensity of the battery pack P20 and / or the smoke concentration of the battery pack. In the case where the battery pack P20 in the vehicle is exposed or the battery pack P20 is overcharged or over-discharged, resulting in combustion, the fault signal will change, and the value of the fault signal will also change. Therefore, it is possible to determine whether the battery pack P20 has a fault based on the value of the fault signal. Furthermore, the fault level of the battery pack P20 can be pre-classified, so that on the basis of determining that the battery pack P20 has a fault, the fault level of the fault occurring in the battery pack P20 can also be determined based on the value of the fault signal.

[0027] In some examples, the fault detection module P11 may include a sensor. The sensor may be used to monitor the environmental parameters of the battery pack P20. The environmental parameters of the battery pack P20 are used to characterize the surrounding environment of the battery pack P20. The type of sensor may be selected according to the environmental parameters, which are not limited here. For example, the environmental parameters may specifically include one or more parameters such as light intensity and smoke concentration. Correspondingly, the sensor may include one or more sensors such as light sensors and smoke sensors, which are not limited here.

[0028] In some examples, the fault signal may specifically be an electrical signal, and the electrical signal may be a voltage, such as a voltage at any one end of the sensor or a voltage at both ends of the sensor, which is not limited here.

[0029] The processing module P12 can be used to determine the fault level of the battery pack according to the value of the fault signal obtained by the fault detection module P11. The corresponding fault handling method can also be determined according to the fault level, and the fault handling method corresponding to the determined fault level can be executed. The fault handling method may include sending fault information to the vehicle system and / or controlling the on-off of the charging and discharging circuit where the battery pack is located. The fault information is used to prompt the user or operator that the battery pack has a fault. Controlling the on-off of the charging and discharging circuit where the battery pack is located can be achieved through control instructions. The processing module P12 can specifically be a microcontroller (Microcontroller Unit, MCU) and the like, which is not limited here.

[0030] In some examples, a numerical range of a fault signal for limiting a fault in the battery pack P20 may be preset. If the value of the fault signal is within the preset fault numerical range, it may be determined that the battery pack P20 has failed. If the value of the fault signal is not within the preset fault numerical range, it may be determined that the battery pack P20 has not failed. For example, if the fault signal is a voltage, then if the voltage value is within the preset fault numerical range, it is determined that the battery pack P20 has failed.

[0031] Furthermore, multiple fault value ranges may be set and graded according to the severity of the fault to achieve fault grading. For example, the preset fault value range may include a first fault value range, a second fault value range, ..., an Xth fault value range, where X is a positive integer. Different fault value ranges correspond to different fault levels, thereby achieving graded marking of the faults of the battery pack P20, so that different fault handling methods can be performed for faults of different levels in the subsequent processing process.

[0032] In an embodiment of the present application, the fault detection module can obtain the value of the fault signal of the battery pack. The processing module can determine the fault level of the battery pack according to the value of the fault signal. According to the different fault levels, the fault handling method corresponding to the fault level is executed. Different fault handling methods are executed for different fault levels, so that more appropriate fault handling methods can be accurately provided for different fault levels of the battery, thereby improving the safety of the battery, and improving the safety and reliability of the battery management system and the vehicle.

[0033] Figure 2 A schematic diagram of the structure of a battery fault monitoring and management system provided in another embodiment of the present application. Figure 2 and Figure 1 The difference is that Figure 2The battery fault monitoring and management system shown may also include a charge and discharge control module P13. The charge and discharge control module P13 forms a charge and discharge circuit with the battery pack P20 and the charge and discharge interface P30. The charge and discharge interface P30 may specifically include a charge interface P31 and a discharge interface. The discharge interface may specifically include a first discharge interface and a second discharge interface. The charge and discharge circuit may specifically include a charge circuit and a discharge circuit. The charge circuit is used to charge the battery pack P20. The discharge circuit is used to discharge the battery pack P20.

[0034] The processing module P12 can also be used to send a control instruction to the charge and discharge control module P13. The control instruction is used to instruct the charge and discharge control module P13 to control the on and off of the charge and discharge circuit.

[0035] The charge and discharge control module P13 is connected to the processing module P12, and can be used to control the on and off of the charge and discharge circuit according to the received control instruction. Specifically, the charge and discharge control module P13 can control its own on and off, thereby controlling the on and off of the charge and discharge circuit including the charge and discharge control module P13. By controlling the on and off of the charge and discharge circuit of the charge and discharge control module P13, the charging process or the discharging process of the battery pack P20 can be maintained or stopped to ensure the safety of the battery.

[0036] In some examples, the processing module P12 may be specifically configured to: if it is determined that the fault level of the battery pack is the first level, execute a fault processing method corresponding to the first level. Specifically, if the value of the fault signal is within the first fault value range, the processing module P12 determines that the fault level of the battery pack is the first level. The first fault value range may be set according to specific working scenarios and working requirements, and is not limited here.

[0037] Among them, the control instruction may include a first control instruction. The fault handling method corresponding to the first level may include: sending a first fault message to the vehicle system, and sending a first control instruction to the charge and discharge control module P13. The first fault information is used to prompt or notify the operator or user that a first level fault has occurred in the battery pack or the vehicle. The first control instruction is used to instruct the charge and discharge control module P13 to delay to a first time point and then control the charge and discharge circuit to be shut down. The first time point is the time point when this charging ends or the time point when this discharging ends. For example, the first control instruction is used to instruct the charge and discharge control module P13 to delay to a first time point, and then control the charge and discharge circuit to be shut down when receiving a power-on instruction and determining that the battery pack has failed and has not recovered, that is, prohibiting the charge and discharge circuit from being powered on.

[0038] The charge and discharge control module P13 may be used to control the charge and discharge circuit to be turned off after a first time point according to the received first control instruction.

[0039] If the fault level is the first level, in this case the fault level is high, but has not reached the highest level of danger. The processing module P12 can send the first fault information to the vehicle system to prompt or notify the operator or user that the battery pack or vehicle has a first level fault. The processing module P12 can also send a first control instruction to the charge and discharge control module P13, so that the charge and discharge control module P13 delays until the time point at which the current charging is completed or the time point at which the current discharging is completed to control the charge and discharge circuit to shut down, so that the operator or user can stop the car for inspection and maintenance at an appropriate time and place, and at the same time prohibit the next charge or next discharge if the fault still exists, further improving the safety of the battery, and improving the safety and reliability of the battery management system and the vehicle.

[0040] In other examples, the processing module P12 may be specifically configured to execute a fault processing method corresponding to the second level if it is determined that the fault level of the battery pack is the second level. Specifically, if the value of the fault signal is within the second fault value range, the processing module P12 determines that the fault level of the battery pack is the second level. The second fault value range may be set according to specific working scenarios and working requirements, and is not limited here.

[0041] The fault handling method corresponding to the second level may include sending second fault information to the vehicle system. The second fault information is used to prompt or notify an operator or user that a second level fault has occurred in the battery pack or the vehicle.

[0042] The second level of danger is lower than the first level in the above embodiment. The second level indicates that the fault is very minor. Considering the error of the sensor in the fault detection module P11, it is necessary to send the second fault information to the vehicle system in this case, but it is not necessary to control the charge and discharge circuit to be shut down, and the current state of the charge and discharge circuit can be maintained.

[0043] In some other embodiments, the processing module P12 may be further configured to execute a fault processing method corresponding to the third level if it is determined that the fault level of the battery pack is the third level. Specifically, if the value of the fault signal is within the third fault value range, the fault level of the battery pack may be determined to be the third level. The third fault value range may be set according to specific working scenarios and working requirements, and is not limited here.

[0044] Among them, the fault handling method corresponding to the third level may include: sending third fault information to the vehicle system, and sending a second control instruction to the charge and discharge control module P13.

[0045] The charge and discharge control module P13 is used to control the charge and discharge circuit to be closed at the current moment according to the received second control instruction.

[0046] The third fault information is used to prompt or notify the operator or user that the battery pack or vehicle has a third level fault. The second control instruction is used to instruct the charge and discharge control module P13 to control the charge and discharge circuit to be shut down at the current moment. The third level of danger is higher than the first level in the above embodiment, indicating that the situation is critical and the third fault information needs to be sent to the vehicle system, and the charge and discharge circuit needs to be shut down immediately to ensure the safety of the battery pack and the vehicle.

[0047] The embodiment of the present application realizes the classification of fault processing. The values ​​of the fault signal in different fault value ranges indicate different fault levels, and the fault processing methods corresponding to different fault levels are also different, thereby making the fault processing more flexible and more targeted, improving the accuracy of fault processing control, and further ensuring the safety of batteries and vehicles.

[0048] In some examples, the fault detection module P11 may include a power supply unit P111 , and the fault detection module P11 may also include a light sensing unit P112 and / or a smoke sensing unit P113 . Figure 3 The schematic diagram of the structure of a fault detection module provided in the embodiment of the present application is as follows: the fault detection module P11 includes a power supply unit P111, a light sensing unit P112 and a smoke sensing unit P113.

[0049] Among them, the power supply unit P111 is connected to the battery pack P20, and is used to convert the electric energy of the battery pack P20 into electric energy transmitted to the light sensing unit P112 and / or the smoke sensing unit P113, and supply power to the light sensing unit P112 and / or the smoke sensing unit P113. In some examples, the power supply unit P111 can also convert the electric energy of the battery pack P20 into electric energy transmitted to the electric equipment outside the battery fault monitoring and management system P10, and supply power to the electric equipment outside the battery fault monitoring and management system P10. The power supply unit P111 may include a power regulator. The power regulator may include a direct current / direct current converter, a low dropout linear regulator P1112 (Low Dropout Regulator, LDO) and other devices, which are not limited here. The power regulator in the power supply unit P111 can be set according to the power supply requirements of the light sensing unit P112 and / or the smoke sensing unit P113, the power supply requirements of the electric equipment outside the battery fault monitoring and management system P10, etc. for example, Figure 4 This is a schematic diagram of the structure of a power supply unit provided in one embodiment of the present application. Figure 4As shown, the power supply unit P111 includes a DC / DC converter P1111 and a low voltage drop linear regulator P1112. The power supply unit P111 can convert the electric energy of the battery pack P20 into two types of electric energy, which are V_1 and V_2. The electric energy with voltage V_1 can be provided to the light sensing unit P112 and / or the smoke sensing unit P113, and the electric energy with voltage V_2 can be provided to the electric equipment outside the battery fault monitoring and management system P10. It should be noted that if the fault detection module P11 includes the light sensing unit P112 and the smoke sensing unit P113, the voltage of the electric energy provided by the power supply unit P111 to the light sensing unit P112 can be the same as or different from the voltage of the electric energy provided to the smoke sensing unit P113. The electric energy provided to the electric equipment outside the battery fault monitoring and management system P10 can be electric energy of multiple different voltages, which is not limited here.

[0050] The light sensing unit P112 is connected to the power supply unit P111 and the processing module P12. Correspondingly, the fault signal may include a signal for characterizing the light intensity. The sensor in the fault detection module P11 may include a light sensor S1. The light sensing unit P112 includes a light sensor S1, a first voltage-dividing resistor R1 and a first capacitor C1. One end of the light sensor S1 is connected to the power supply unit P111, and the other end of the light sensor S1 is connected to one end of the first voltage-dividing resistor R1 and the processing module P12. The other end of the first voltage-dividing resistor R1 is connected to the reference voltage end. The first capacitor C1 is connected in parallel with the first voltage-dividing resistor R1. Among them, the resistance of the light sensor S1 changes with the change of the light intensity. It should be noted that the change of the light intensity can directly cause the resistance of the light sensor S1 to change, or it can first cause the electrical properties of the light sensor S1 to change, and the changed electrical properties cause the resistance of the light sensor S1 to change.

[0051] The fault signal for characterizing the light intensity obtained by the processing module P12 may specifically be the voltage at the other end of the light sensor S1. Under normal circumstances, the battery pack P20 is not exposed to light in the vehicle. In the event that the body of the electric vehicle is damaged or the battery pack P20 is maliciously disassembled, the battery pack P20 will be exposed to light, that is, the light intensity of the surrounding environment of the battery pack P20 will change, causing the resistance of the light sensor S1 to change, thereby causing the value of the voltage at the other end of the light sensor S1 obtained by the processing module P12 to change. The processing module P12 can determine whether the battery pack P20 has a fault, the fault level, and the fault handling method performed corresponding to the fault level based on the value of the voltage at the other end of the light sensor S1.

[0052] The smoke sensing unit P113 is connected to the power supply unit P111 and the processing module P12. Correspondingly, the fault signal may include a signal for characterizing the smoke concentration. The sensor in the fault detection module P11 may include a smoke sensor S2. The smoke sensing unit P113 includes a smoke sensor S2, a second voltage-dividing resistor R2, and a second capacitor C2. One end of the smoke sensor S2 is connected to the power supply unit P111, and the other end of the smoke sensor S2 is connected to one end of the second voltage-dividing resistor R2 and the processing module P12. The other end of the second voltage-dividing resistor R2 is connected to the reference voltage end. The second capacitor C2 is connected in parallel with the second voltage-dividing resistor R2. Among them, the resistance of the smoke sensor S2 changes with the change of the smoke concentration. It should be noted that the change of the smoke concentration can directly cause the resistance of the smoke sensor S2 to change, or it can first cause the electrical properties of the smoke sensor S2 to change, and the changed electrical properties cause the resistance of the smoke sensor S2 to change.

[0053] The fault signal for characterizing the smoke concentration obtained by the processing module P12 may specifically be the voltage at the other end of the smoke sensor S2. Under normal circumstances, there is no smoke in the surrounding environment of the battery pack P20 in the electric vehicle. In the event that the electric vehicle is overcharged or over-discharged, resulting in combustion or explosion, smoke will be generated, that is, the smoke concentration in the surrounding environment of the battery pack P20 will change, causing the resistance of the smoke sensor S2 to change, thereby causing the value of the voltage at the other end of the smoke sensor S2 obtained by the processing module P12 to change. The processing module P12 can determine whether the battery pack P20 has a fault, the fault level, and the fault handling method performed corresponding to the fault level based on the value of the voltage at the other end of the smoke sensor S2.

[0054] For example, Figure 3 The resistance of the light sensor in the light sensing unit shown in the figure is Ra in the absence of light, and the current resistance of the light sensor S1 is RL. The voltage of the electric energy provided by the power supply unit P111 to the light sensing unit P112 is V_1. The resistance of the first voltage divider resistor R1 is R 1 Taking the fault signal for representing light intensity as the voltage at the other end of the light sensor S1 as an example, Table 1 shows the corresponding relationship between the fault level of the battery pack P20 under different light intensities when the light sensor S1 is located, the current resistance value of the light sensor S1, and the value of the fault signal for representing light intensity in an example.

[0055] Table 1

[0056]

[0057] Wherein, d1, d2 and d3 are coefficients of variation, d1>d2>d3. x1, x2 and x3 are upper or lower limits of the range of light intensity corresponding to the preset fault value range. The fault level is 0, indicating that the battery pack P20 has not failed. The fault level of the fault of the battery pack P20 corresponding to the value of the fault signal can be determined according to Table 1. As shown in Table 1, the first range is V_1×R 1 / (R 1 +d2×Ra)≤Va<V_1×R 1 / (R 1 +d3×Ra), corresponding to fault level 2, i.e., the second level; the second range is V_1×R 1 / (R 1 +d1×Ra)≤Va<V_1×R 1 / (R 1 +d2×Ra), corresponding to fault level 1, i.e., the first level; the third range is V_1×R 1 / (R 1 +d3×Ra)≤Va≤V_1, which corresponds to fault level 3, that is, the third level. Correspondingly, for faults of different fault levels, the processing module P12 can execute different fault processing methods.

[0058] for example, Figure 3 The resistance of the smoke sensor S2 in the smoke sensor unit P113 shown in the figure is Rb in the absence of smoke, and the current resistance of the smoke sensor S2 is RS. The voltage of the electric energy provided by the power supply unit P111 to the smoke sensor unit P113 is V_1. The resistance of the second voltage divider resistor R2 is R 2 Taking the fault signal for representing the smoke concentration as the voltage at the other end of the smoke sensor S2 as an example, Table 2 shows the corresponding relationship between the P20 fault level of the battery pack under different smoke concentrations, the current resistance value of the smoke sensor S2, and the value of the fault signal for representing the smoke concentration in an example.

[0059] Table 2

[0060]

[0061] Wherein, p is the coefficient of variation. y1 is the lower limit of the range of smoke concentration corresponding to the preset fault value range. The fault level is 0, indicating that the battery pack P20 has not failed. The fault level of the fault of the battery pack P20 corresponding to the value of the fault signal can be determined according to Table 2. As shown in Table 2, the third range is 0≤Vb≤V_1*R 2 / (R 2 +p*Rb), which corresponds to fault level 3, i.e., the third level. For faults of different fault levels, the processing module P12 can execute different fault processing methods.

[0062] It should be noted that if the fault level corresponding to the value of the fault signal used to characterize the light intensity is different from the fault level corresponding to the value of the fault signal used to characterize the smoke concentration, the corresponding fault handling method is executed according to the fault level with a higher degree of danger.

[0063] Through the light sensing unit P112 and / or the smoke sensing unit P113, it is possible to promptly determine whether the body of the electric vehicle is damaged, the battery pack P20 is maliciously disassembled, and / or faults caused by overcharging or over-discharging of the electric vehicle, so that corresponding measures can be taken in a timely manner to ensure the safety of the battery pack P20 and improve the safety and reliability of the battery management system and the electric vehicle.

[0064] In some examples, the charge and discharge control module P13 in the above embodiment may include a switch drive unit P131 and a switch network unit P132. Among them, the switch network unit P132 includes at least one switch device. The switch drive unit P131 is connected to the processing module P12 and the switch network unit P132. The switch drive unit P131 is used to control the switch device in the switch network unit P132 to turn off according to the control instructions in the above embodiment, such as the first control instruction or the second control instruction, so as to control the charge and discharge circuit in the above embodiment to turn off.

[0065] The charge and discharge interface P30 in the above embodiment may include a charge interface P31, a first discharge interface P32 and a second discharge interface P33. The charge interface P31 is used to connect a charging device. The first discharge interface P32 and the second discharge interface P33 are used to connect a discharge load.

[0066] Figure 5 This is a schematic diagram of the structure of a charge and discharge control module provided in one embodiment of the present application. Figure 5 As shown, the switch network unit P132 may include a first switch device K1. In some examples, the switch network unit P132 may also include a second switch device K2 and a third switch device K3. It should be noted that the first switch device K1, the second switch device K2 and the third switch device K3 may be added or deleted according to specific working scenarios and working requirements, and are not limited here. For example, the first switch device K1 may be provided in the switch network unit P132, but the second switch device K2 and the third switch device K3 are not provided. The first switch device K1, the second switch device K2 and the third switch device K3 may also be provided in the switch network unit P132. Figure 5 The charge and discharge control module P13 shown is described by taking an example where the switch network includes a first switch device K1 , a second switch device K2 and a third switch device K3 .

[0067] The control end of the first switch device K1 is connected to the switch driving unit P131, the first end of the first switch device K1 is connected to the battery pack P20, and the second end of the first switch device K1 is connected to the charging interface P31 and the first discharge interface P32. The second end of the first switch device K1 can be directly connected to the charging interface P31 and the first discharge interface P32, or can be connected to the charging interface P31 and the first discharge interface P32 through the second switch device K2. The first switch device K1 can be regarded as the main switch device of the charging and discharging circuit.

[0068] The control end of the second switch device K2 is connected to the switch driving unit P131, the first end of the second switch device K2 is connected to the second end of the first switch device K1, and the second end of the second switch device K2 is connected to the charging interface P31 and the first discharge interface P32. The second switch device K2 can be regarded as a fast charge / slow charge switch device in the charge and discharge circuit. The fast charge mode or slow charge mode of the battery pack P20 can be determined by the charging device that charges the battery pack P20.

[0069] The control end of the third switch device K3 is connected to the switch drive unit P131, the first end of the third switch device K3 is connected to the first end of the second switch device K2 and the second end of the first switch device K1, and the second end of the third switch device K3 is connected to the second end of the second switch device K2, the charging interface P31, and the first discharge interface P32. The third switch device K3 can be regarded as a pre-charge switch device in the charge and discharge circuit. The switch network unit P132 may also include a pre-charge resistor Rr, the third switch device K3 is connected in series with the pre-charge resistor Rr, and the second end of the third switch device K3 is connected to the second end of the second switch device K2, the charging interface P31, and the first discharge interface P32 through the pre-charge resistor Rr.

[0070] The switch driving unit P131 may send a driving signal to the control terminals of the first switching device K1 , the second switching device K2 , and the third switching device K3 to control the on and off of the first switching device K1 , the second switching device K2 , and the third switching device K3 .

[0071] The charge and discharge circuit may include a charge circuit and a discharge circuit. Among them, the battery pack P20, the switch network unit P132, the charging interface P31 and the charging device may form a charge circuit. The battery pack P20, the switch network unit P132, the first discharge interface P32, the discharge load and the second discharge interface P33 may form a discharge circuit.

[0072] If the switch network unit P132 includes the first switch device K1 but does not include the second switch device K2 and the third switch device K3, the switch drive unit P131 controls the first switch device K1 to be turned off, and the charge and discharge circuit is turned off; the switch drive unit P131 controls the first switch device K1 to be turned on, and the charge and discharge circuit is turned on to charge or discharge the battery pack P20.

[0073] If the switch network unit P132 includes a first switch device K1, a second switch device K2 and a third switch device K3, the switch drive unit P131 controls the first switch device K1 and the second switch device K2 to be turned off, and the charge and discharge circuit is turned off; the switch drive unit P131 controls the first switch device K1 and the second switch device K2 to be turned on, and the charge and discharge circuit is turned on, and the battery pack P20 is charged or discharged; the switch drive unit P131 controls the first switch device K1 and the third switch device K3 to be turned off, and the charge and discharge circuit is turned off; the switch drive unit P131 controls the first switch device K1 and the third switch device K3 to be turned on, and the charge and discharge circuit is turned on, and the battery pack P20 is pre-charged.

[0074] In some embodiments, the above-mentioned charge and discharge control module P13 can also be used to detect the state of the charge and discharge circuit, and send the state information of the charge and discharge circuit to the vehicle system through the processing module P12. The state information of the charge and discharge circuit is used to characterize the state of the charge and discharge circuit. The state of the charge and discharge circuit includes on or off. Specifically, the charge and discharge control module P13 can send a detection signal to the processing module P12, and the processing module P12 can determine the state of the charge and discharge circuit according to the detection signal, generate the state information of the charge and discharge circuit and send it to the vehicle system. When the charge and discharge control module P13 sends the first control instruction or the second control instruction to control the charge and discharge circuit to be turned off, it can be determined whether the charge and discharge circuit is successfully turned off according to the state information of the charge and discharge circuit. If the state information of the charge and discharge circuit indicates that the charge and discharge circuit is turned on when the charge and discharge control module P13 controls the charge and discharge circuit to be turned off, the vehicle system can execute a forced power-off strategy to force the control of the charge and discharge circuit to be turned off, thereby further improving the safety of the battery pack and the vehicle.

[0075] In some examples, the charge and discharge control module P13 may also include one or more of the first detection unit P133, the second detection unit P134, the third detection unit P135, the auxiliary detection unit P136, and the fourth detection unit P137, which are not limited here. For example, the charge and discharge control module P13 may include the first detection unit P133. For another example, the charge and discharge control module P13 may include the first detection unit P133 and the second detection unit P134. For another example, the charge and discharge control module P13 may also include the first detection unit P133 and the third detection unit P135. For another example, the charge and discharge control module P13 may also include the auxiliary detection unit P136 and the fourth detection unit P137. For another example, the charge and discharge control module P13 may also include the first detection unit P133, the auxiliary detection unit P136, and the fourth detection unit P137. For another example, the charge and discharge control module P13 may further include a first detection unit P133, a second detection unit P134, a third detection unit P135, an auxiliary detection unit P136 and a fourth detection unit P137.

[0076] To facilitate explanation of the respective structures and connection relationships of the first detection unit P133, the second detection unit P134, the third detection unit P135, the auxiliary detection unit P136 and the fourth detection unit P137, the following explanation is given by taking the example that the charge and discharge control module P13 may also include the first detection unit P133, the second detection unit P134, the third detection unit P135, the auxiliary detection unit P136 and the fourth detection unit P137. Figure 6 A schematic diagram of the structure of a charge and discharge control module provided in another embodiment of the present application. Figure 6 and Figure 5 The difference is that Figure 6 The charging and discharging control module P13 shown may also include a first detection unit P133, a second detection unit P134, a third detection unit P135, an auxiliary detection unit P136 and a fourth detection unit P137.

[0077] The first detection unit P133 includes a third voltage-dividing resistor R3 and a fourth voltage-dividing resistor R4. One end of the third voltage-dividing resistor R3 is connected to the switch network unit P132, the charging interface P31, and the first discharge interface P32, the other end of the third voltage-dividing resistor R3 is connected to one end of the fourth voltage-dividing resistor R4 and the processing module P12, and the other end of the fourth voltage-dividing resistor R4 is connected to the reference voltage terminal. The reference voltage terminal connected to the fourth voltage-dividing resistor R4 can be a ground terminal or a voltage terminal that can provide a reference voltage, which is not limited here.

[0078] The processing module P12 can obtain the voltage at the other end of the third voltage-dividing resistor R3, that is, the first voltage V1, and determine whether the charge-discharge circuit is turned on or off according to the voltage at the other end of the third voltage-dividing resistor R3. Specifically, when the first voltage V1 is within the first voltage threshold range, it is determined that the charge-discharge circuit is turned off; when the first voltage V1 is within the second voltage threshold range, it is determined that the charge-discharge circuit is turned on. The first voltage threshold range is the normal range of the voltage at the other end of the third voltage-dividing resistor R3 when the charge-discharge circuit is turned off. The second voltage threshold range is the normal range of the voltage at the other end of the third voltage-dividing resistor R3 when the charge-discharge circuit is turned on. The first voltage threshold range and the second voltage threshold range can be specifically determined according to the voltage of the battery pack P20, the resistance value of the third voltage-dividing resistor R3, the resistance value of the fourth voltage-dividing resistor R4, and the voltage of the reference voltage end to which the fourth voltage-dividing resistor R4 is connected. In this example, if the charge and discharge control module P13 controls the charge and discharge circuit to be shut down, the first voltage V1 is within the second voltage threshold range, and the status information of the charge and discharge circuit indicates that the charge and discharge circuit is turned on, the vehicle system can execute a forced power-off strategy to forcibly control the charge and discharge circuit to be shut down.

[0079] The second detection unit P134 includes a fourth switch device K4, a fifth voltage-dividing resistor R5 and a sixth voltage-dividing resistor R6, the control end of the fourth switch device K4 is connected to the switch driving unit P131, the first end of the fourth switch device K4 is connected to the battery pack P20, the second end of the fourth switch device K4 is connected to one end of the fifth voltage-dividing resistor R5, the other end of the fifth voltage-dividing resistor R5 is connected to one end of the sixth voltage-dividing resistor R6 and the processing module P12, and the other end of the sixth voltage-dividing resistor R6 is connected to the reference voltage end. The reference voltage end connected to the sixth voltage-dividing resistor R6 can be a ground end or a voltage end capable of providing a reference voltage, which is not limited here.

[0080] The processing module P12 can obtain the voltage at the other end of the fifth voltage-dividing resistor R5, that is, the second voltage V2, and calculate the difference between the voltage at the other end of the fifth voltage-dividing resistor R5 and the voltage at the other end of the third voltage-dividing resistor R3, that is, the difference between the second voltage V2 and the first voltage V1. When the difference exceeds the first difference threshold range, it is determined that the charge-discharge circuit is turned off; when the difference is within the first difference threshold range, it is determined that the charge-discharge circuit is turned on. The first difference threshold range is the normal range of the difference between the voltage at the other end of the fifth voltage-dividing resistor R5 and the voltage at the other end of the third voltage-dividing resistor R3 when the charge-discharge circuit is turned on. The first difference threshold range can be specifically determined according to the voltage of the battery pack P20, the resistance of the third voltage-dividing resistor R3, the resistance of the fourth voltage-dividing resistor R4, the resistance of the fifth voltage-dividing resistor R5, the resistance of the sixth voltage-dividing resistor R6, the voltage of the reference voltage end connected to the fourth voltage-dividing resistor R4, and the voltage of the reference voltage end connected to the sixth voltage-dividing resistor R6. In this example, if the charge and discharge control module P13 controls the charge and discharge circuit to be shut down, the difference between the second voltage V2 and the first voltage V1 is within the first difference threshold range, and the status information of the charge and discharge circuit indicates that the charge and discharge circuit is turned on, the vehicle system can execute a forced power-off strategy to forcibly control the charge and discharge circuit to be shut down.

[0081] The charge and discharge control module P13 may further include a first diode D1. The third detection unit P135 may include a seventh voltage-dividing resistor R7 and an eighth voltage-dividing resistor R8. The anode of the first diode D1 is connected to the charging interface P31 and one end of the seventh voltage-dividing resistor R7, and the cathode of the first diode D1 is connected to the switch network unit P132 and the first detection unit P133. One end of the seventh voltage-dividing resistor R7 is connected to the charging interface P31, and the other end of the seventh voltage-dividing resistor R7 is connected to one end of the eighth voltage-dividing resistor R8 and the processing module P12. The other end of the eighth voltage-dividing resistor R8 is connected to the reference voltage end. The reference voltage end connected to the eighth voltage-dividing resistor R8 can be a ground end or a voltage end capable of providing a reference voltage, which is not limited here. The charge and discharge control module P13 may also be provided with a voltage-stabilizing diode, the cathode of the voltage-stabilizing diode is connected to the cathode of the first diode and the first discharge interface P32, and the anode of the voltage-stabilizing diode is connected to the reference voltage end. The reference voltage end connected to the voltage-stabilizing diode can be a ground end or a voltage end capable of providing a reference voltage, which is not limited here.

[0082] The processing module P12 can obtain the voltage at the other end of the seventh voltage-dividing resistor R7, that is, the third voltage V3, and calculate the difference between the voltage at the other end of the seventh voltage-dividing resistor R7 and the voltage at the other end of the third voltage-dividing resistor R3, that is, the difference between the third voltage V3 and the first voltage V1. When the difference exceeds the second difference threshold range, it is determined that the charging circuit is turned off; when the difference is within the second difference threshold range, it is determined that the charging circuit is turned on. The second difference threshold range is the normal range of the difference between the voltage at the other end of the seventh voltage-dividing resistor R7 and the voltage at the other end of the third voltage-dividing resistor R3 when the charging circuit is turned on. The second difference threshold range can be specifically determined according to the voltage of the battery pack P20, the resistance value of the third voltage-dividing resistor R3, the resistance value of the fourth voltage-dividing resistor R4, the resistance value of the seventh voltage-dividing resistor R7, the resistance value of the eighth voltage-dividing resistor R8, the voltage of the reference voltage end connected to the fourth voltage-dividing resistor R4, and the voltage of the reference voltage end connected to the eighth voltage-dividing resistor R8. In this example, if the charge and discharge control module P13 controls the charge and discharge circuit to be shut down, the difference between the third voltage V3 and the first voltage V1 is within the second difference threshold range, and the status information of the charge and discharge circuit indicates that the charge and discharge circuit is turned on, the vehicle system can execute a forced power-off strategy to forcibly control the charge and discharge circuit to be shut down.

[0083] The auxiliary detection unit P136 is connected in parallel with the switch network unit P132. Specifically, the auxiliary detection unit P136 includes a second diode D2 and a ninth voltage-dividing resistor R9. The cathode of the second diode D2 is connected to the first discharge interface P32, and the anode of the second diode D2 is connected to one end of the ninth voltage-dividing resistor R9. The other end of the ninth voltage-dividing resistor R9 is connected to the battery pack P20. It should be noted that in the scenario of charging the battery pack P20, the second diode D2 can prevent the charging current from flowing to the battery pack P20 through the auxiliary detection unit P136. By setting the ninth voltage-dividing resistor R9, the influence of the auxiliary detection unit P136 on the discharge circuit can be made negligible in the scenario of discharging the battery pack P20.

[0084] The fourth detection unit P137 includes a tenth voltage-dividing resistor R10 and an eleventh voltage-dividing resistor R11, one end of the tenth voltage-dividing resistor R10 is connected to the second discharge interface P33, the other end of the tenth voltage-dividing resistor R10 is connected to one end of the eleventh voltage-dividing resistor R11 and the processing module P12, and the other end of the eleventh voltage-dividing resistor R11 is connected to the reference voltage end. The reference voltage end connected to the eleventh voltage-dividing resistor R11 can be a ground end or a voltage end capable of providing a reference voltage, which is not limited here.

[0085] When the switch network unit P132 is disconnected, the processing module P12 can obtain the voltage at the other end of the tenth voltage-dividing resistor R10, that is, the fourth voltage V4. When the voltage at the other end of the tenth voltage-dividing resistor R10 exceeds the third voltage threshold range, it is determined that the connection of the discharge load is abnormal; when the voltage at the other end of the tenth voltage-dividing resistor R10 is within the third voltage threshold range, it is determined that the connection of the discharge load is normal. When the connection of the discharge load is normal, the first discharge interface P32 is short-circuited with the second discharge interface P33. The third voltage threshold range is the normal range of the voltage at the other end of the tenth voltage-dividing resistor R10 when the first discharge interface P32 is short-circuited with the second discharge interface P33. The third voltage threshold range can be specifically determined according to the voltage of the battery pack P20, the resistance value of the ninth voltage-dividing resistor R9, the resistance value of the tenth voltage-dividing resistor R10, the resistance value of the eleventh voltage-dividing resistor R11, and the reference voltage end to which the eleventh voltage-dividing resistor R11 is connected.

[0086] In some examples, when the switch network unit P132 is turned on, the processing module P12 can obtain the voltage at the other end of the tenth voltage-dividing resistor R10, that is, the fourth voltage V4, and calculate the difference between the voltage at the other end of the tenth voltage-dividing resistor R10 and the voltage at the other end of the third voltage-dividing resistor R3, that is, the difference between the fourth voltage V4 and the first voltage V1. When the difference exceeds the third difference threshold range, it is determined that the connection of the discharge load is abnormal; when the difference is within the third difference threshold range, it is determined that the connection of the discharge load is normal. When the connection of the discharge load is normal, the first discharge interface P32 is short-circuited with the second discharge interface P33. The third difference threshold range is the normal range of the difference between the voltage at the other end of the tenth voltage-dividing resistor R10 and the voltage at the other end of the third voltage-dividing resistor R3 when the first discharge interface P32 and the second discharge interface P33 are short-circuited. The third difference threshold range can be specifically determined according to the voltage of the battery pack P20, the resistance of the tenth voltage-dividing resistor R10, the resistance of the eleventh voltage-dividing resistor R11, and the reference voltage end to which the eleventh voltage-dividing resistor R11 is connected.

[0087] It should be noted that, in the above embodiment, the reference voltage terminal connected to the fourth voltage-dividing resistor R4, the reference voltage terminal connected to the sixth voltage-dividing resistor R6, the reference voltage terminal connected to the eighth voltage-dividing resistor R8, the reference voltage terminal connected to the voltage-stabilizing diode, and the reference voltage terminal connected to the eleventh voltage-dividing resistor R11 can be the same reference voltage terminal or different reference voltage terminals, which is not limited here. Figure 6 The reference voltage terminals shown are all ground terminals, but are not limited thereto.

[0088] The battery fault monitoring and management system P10 in the above embodiment may further include one or more of a communication module, a fault prompt module P17 and a battery cell monitoring module P18. Figure 7 A schematic diagram of the structure of a battery fault monitoring and management system provided in yet another embodiment of the present application. Figure 7 and Figure 2 The difference is that Figure 7 The battery fault monitoring and management system P10 shown also includes a communication module, a fault prompt module P17 and a battery cell monitoring module P18.

[0089] The communication module is connected to the processing module P12, and can be used to transmit the information obtained and / or generated by the processing module P12 to the outside. The communication module can be implemented by two-wire serial (i.e., I2C), controller area network (i.e., CAN), universal asynchronous receiver / transmitter (UART), serial peripheral interface (SPI), 485 communication, etc., which are not limited here. The information obtained and / or generated by the processing module P12 may include the status information of the battery pack P20 and the first fault information, the second fault information, the third fault information, etc., which are not limited here. Specifically, the communication module may include a wireless communication module P14, a vehicle communication module P15, a global positioning system (GPS) communication module P16, etc. The wireless communication module P14 can communicate with communication equipment outside the battery fault monitoring and management system P10, such as a user terminal, and transmit the information obtained and / or generated by the processing module P12 to the communication equipment outside the battery fault monitoring and management system P10. The wireless communication technology adopted by the wireless communication module P14 may include Near Field Communication (NFC) technology, Bluetooth technology, Wireless Fidelity (WiFi) technology, etc., which are not limited here. The vehicle communication module P15 can communicate with other devices in the electric vehicle, such as the vehicle controller, and transmit the information obtained and / or generated by the processing module P12 to other devices in the electric vehicle. The GPS communication module P16 sends a location acquisition request to the GPS to obtain the location information of the electric vehicle where the battery fault monitoring and management system P10 is located. The processing module P12 can then report the location information through the wireless communication module P14, the vehicle communication module P15, etc., so as to dispatch maintenance personnel to the location indicated by the location information to repair the electric vehicle.

[0090] The fault prompt module P17 is connected to the processing module P12, and is used to receive the first fault information, the second fault information, and the third fault information generated by the processing module P12, and send a prompt information according to the first fault information, the second fault information, and the third fault information. In the scenario where the processing module P12 determines that the battery pack P20 has a fault level of the first level, the processing module P12 generates the first fault information. In the scenario where the processing module P12 determines that the battery pack P20 has a fault level of the second level, the processing module P12 generates the second fault information. In the scenario where the processing module P12 determines that the battery pack P20 has a fault level of the third level, the processing module P12 generates the third fault information. The fault prompt module P17 is specifically implemented as a display module, which prompts the battery pack P20 to have a fault by display, such as a light emitting diode (LED) display module, etc. The fault prompt module P17 can also be specifically implemented as a sound module, which prompts the battery pack P20 to have a fault by sound, such as a speaker, etc. The type of the fault prompt module P17 is not limited here.

[0091] The cell monitoring module (Cell Management Circuit, CMC) P18 is connected to the battery pack P20 and the processing module P12. The processing module P12 is used to obtain the cell parameters of the cells in the battery pack P20 from the cell monitoring module P18, and send a balancing instruction to the cell monitoring module P18 according to the cell parameters and the preset balancing conditions. The balancing instruction is used to balance the cells in the battery pack P20. The cell parameters may specifically include cell voltage, cell temperature, cell current, etc., which are not limited here.

[0092] The battery fault monitoring and management system P10 in the above embodiment can realize the detection and monitoring of the battery cell voltage, battery cell temperature, on / off of the charging and discharging circuit, faults of the battery pack P20, and GPS positioning information in the battery pack P20, and can drive and control the entire battery fault monitoring and management system P10. For faults of different fault levels, corresponding targeted fault handling methods are executed, as well as the detection of the status of the charging and discharging circuit after executing the fault handling method, thereby realizing precise control of battery fault monitoring and management, and further improving the safety of the battery pack and the vehicle.

[0093] The embodiment of the present application also provides a battery fault detection and management method, which can be applied to the battery fault monitoring and management system in the above embodiment, and can be specifically executed by the battery fault monitoring and management system in the above embodiment. In the battery fault detection and management method, the battery fault detection and management system can execute different fault handling methods according to the values ​​of different fault signals. The fault handling method includes sending fault information to the vehicle system and / or controlling the on and off of the charge and discharge circuit. The charge and discharge circuit is the circuit where the battery pack is located for charging and discharging the battery pack. Figure 8 This is a flow chart of a battery fault detection and management method provided in one embodiment of the present application. Figure 8 As shown, the battery fault detection and management method may include steps S701 to S704.

[0094] In step S701 , the value of the fault signal of the battery pack is obtained.

[0095] In some examples, the fault signal may be used to characterize light intensity of the battery pack and / or smoke concentration of the battery pack.

[0096] In step S702, the fault level of the battery pack is determined according to the value of the fault signal.

[0097] In step S703, a corresponding fault handling method is determined according to the fault level.

[0098] In step S704, a fault handling method corresponding to the fault level is executed.

[0099] The specific contents of the above steps S701 to S704 can be found in the relevant description part of the above embodiment, which will not be repeated here.

[0100] In an embodiment of the present application, the battery fault monitoring and management system can obtain the value of the fault signal of the battery pack. The fault level of the battery pack is determined according to the value of the fault signal. The fault handling method corresponding to the fault level is executed according to the different fault levels. Different fault handling methods are executed for different fault levels, so that more appropriate fault handling methods can be accurately provided for different fault levels of the battery, thereby improving the safety of the battery, and improving the safety and reliability of the battery management system and the vehicle.

[0101] In the above embodiment, the battery fault monitoring and management system, the battery pack, and the charge and discharge interface can form a charge and discharge loop. The fault level of the battery pack can include the first level, the second level, or the third level. Fig. 9 A flowchart of a battery fault monitoring and management method provided by another embodiment of the present application. Fig. 9 and Figure 8 The difference is that Figure 8 Step S704 in the above example can be specifically broken down into Fig. 9 Step S7041, step S7042 or step S7043 in.

[0102] In step S7041, if the fault level of the battery pack is the first level, a first fault message is sent to the vehicle system, and the charge and discharge circuit is controlled to be shut down after a delay until a first time point.

[0103] That is, the fault handling method corresponding to the first level includes: the battery fault monitoring and management system sends the first fault information to the vehicle system, and controls the charge and discharge circuit to be shut down after a delay until the first time point. The first time point is the time point when the current charging is completed or the time point when the current discharging is completed.

[0104] In step S7042, if the fault level of the battery pack is the second level, second fault information is sent to the vehicle system.

[0105] That is to say, the fault handling method corresponding to the second level includes: the battery fault monitoring and management system sends the second fault information to the vehicle system, but there is no need to control the charging and discharging circuit to be shut down, and the current state of the charging and discharging circuit can be maintained.

[0106] In step S7043, if the fault level of the battery pack is the third level, the third fault information is sent to the vehicle system, and the charge and discharge circuit is controlled to be shut down at the current moment.

[0107] That is to say, the fault handling method corresponding to the third level includes: the battery fault monitoring and management system sends the third fault information to the vehicle system, and controls the charging and discharging circuit to be shut down at the current moment.

[0108] The specific contents of step S7041, step S7042 and step S7043 can be found in the relevant description part of the above embodiment, which will not be repeated here.

[0109] The battery fault monitoring and management method in the above embodiment may further include detecting the state of the charging and discharging circuit, and sending the state information of the charging and discharging circuit to the vehicle system.

[0110] The state of the charge-discharge circuit includes on or off.

[0111] Specifically, the battery fault monitoring and management system can also determine whether the charge and discharge circuit is successfully shut down based on the status information of the charge and discharge circuit when the charge and discharge circuit is shut down. If the charge and discharge circuit fails to be shut down, a forced power-off request can be issued to the vehicle system. The vehicle system responds to the forced power-off request and forcibly controls the charge and discharge circuit to be powered off.

[0112] In some examples, such as Figure 6As shown, the charge and discharge control module includes a first detection unit. Correspondingly, the battery fault monitoring and management system collects a first voltage from the other end of the third voltage-dividing resistor. When the first voltage is within the first voltage threshold range, it is determined that the charge and discharge circuit is turned off. When the first voltage is within the second voltage threshold range, it is determined that the charge and discharge circuit is turned on. Further, when the battery fault monitoring and management system controls the charge and discharge circuit to be turned off, if the first voltage is within the second voltage threshold range, the battery fault monitoring and management system may issue a forced power-off request to the vehicle system.

[0113] Among them, the relevant contents of the first voltage threshold range and the second voltage threshold range can be found in the relevant descriptions in the above embodiments, and will not be repeated here.

[0114] In some examples, such as Figure 6 As shown, the charge and discharge control module includes a first detection unit and a second detection unit. Correspondingly, the battery fault monitoring and management system collects a second voltage from the other end of the fifth voltage-dividing resistor. When the first difference between the second voltage and the first voltage exceeds the first difference threshold range, it is determined that the charge and discharge circuit is turned off. When the first difference between the second voltage and the first voltage is within the first difference threshold range, it is determined that the charge and discharge circuit is turned on. Furthermore, when the battery fault monitoring and management system controls the charge and discharge circuit to be turned off, if the first difference between the second voltage and the first voltage is within the first difference threshold range, the battery fault monitoring and management system may issue a forced power-off request to the vehicle system.

[0115] For the relevant contents of the first difference threshold range, reference may be made to the relevant descriptions in the above embodiments, which will not be repeated here.

[0116] In some examples, the charge and discharge control module includes a first detection unit and a third detection unit. Correspondingly, the battery fault monitoring and management system collects a third voltage from the other end of the seventh voltage-dividing resistor. When the second difference between the third voltage and the first voltage exceeds the second difference threshold range, it is determined that the charging circuit is turned off. When the second difference between the third voltage and the first voltage is within the second difference threshold range, it is determined that the charging circuit is turned on. Further, when the battery fault monitoring and management system controls the charge and discharge circuit to be turned off, if the second difference between the third voltage and the first voltage is within the second difference threshold range, the battery fault monitoring and management system may issue a forced power-off request to the vehicle system.

[0117] For the relevant contents of the second difference threshold range, reference may be made to the relevant descriptions in the above embodiments, which will not be repeated here.

[0118] In some examples, such as Figure 6As shown, the charge and discharge control module includes an auxiliary detection unit and a fourth detection unit. Correspondingly, when the switch network unit is disconnected, the battery fault monitoring and management system collects a fourth voltage from the other end of the tenth voltage resistor. When the fourth voltage exceeds the third voltage threshold range, it is determined that the connection of the discharge load is abnormal. When the fourth voltage is within the third voltage threshold range, it is determined that the connection of the discharge load is normal. The abnormal connection of the discharge load may be caused by factors such as loose connection of the discharge load.

[0119] For the relevant contents of the third voltage threshold range, reference may be made to the relevant descriptions in the above embodiments, which will not be repeated here.

[0120] In some examples, such as Figure 6 As shown, the charge and discharge control module includes a first detection unit, an auxiliary detection unit and a fourth detection unit. Correspondingly, when the switch network unit is turned on, the battery fault monitoring and management system collects the fifth voltage from the other end of the tenth voltage resistor. When the third difference between the fifth voltage and the first voltage exceeds the third difference threshold range, it is determined that the connection of the discharge load is abnormal. When the third difference between the fifth voltage and the first voltage is within the third difference threshold range, it is determined that the connection of the discharge load is normal.

[0121] For the relevant contents of the third difference threshold range, reference may be made to the relevant descriptions in the above embodiments, which will not be repeated here.

[0122] It should be clear that each embodiment in this specification is described in a progressive manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. For method embodiments, the relevant parts can refer to the description part of the system embodiment. The present application is not limited to the specific steps and structures described above and shown in the figures. Those skilled in the art can make various changes, modifications and additions, or change the order between the steps after understanding the spirit of the present application. In addition, for the sake of brevity, a detailed description of known method technologies is omitted here.

[0123] Those skilled in the art should understand that the above embodiments are exemplary rather than restrictive. Different technical features appearing in different embodiments can be combined to achieve beneficial effects. Based on the study of the drawings, the specification and the claims, those skilled in the art should be able to understand and implement other variations of the disclosed embodiments. In the claims, the term "comprising" does not exclude other devices or steps; the indefinite article "a" does not exclude a plurality; the terms "first" and "second" are used to indicate names rather than to indicate any specific order. Any figure marks in the claims should not be understood as limiting the scope of protection. The functions of multiple parts appearing in the claims can be implemented by a single hardware or software module. The appearance of certain technical features in different dependent claims does not mean that these technical features cannot be combined to achieve beneficial effects.

Claims

1. A battery fault monitoring and management system, connected to a vehicle system, characterized in that: The battery fault monitoring and management system is integrated in the battery management system, and the battery fault monitoring and management system includes: A fault detection module, used to obtain the value of the fault signal of the battery pack; A processing module, configured to determine a fault level of the battery pack according to a value of the fault signal; determine a corresponding fault processing method according to the fault level; and execute the fault processing method corresponding to the fault level; The fault detection module includes a power supply unit, a first voltage-dividing resistor, a second voltage-dividing resistor, a light sensor and / or a smoke sensor, one end of the light sensor is connected to the power supply unit, and the other end of the light sensor is respectively connected to the first voltage-dividing resistor and the processing module, one end of the smoke sensor is connected to the power supply unit, and the other end of the smoke sensor is respectively connected to the second voltage-dividing resistor and the processing module; In the case where the fault detection module includes the light sensor, the fault signal includes a voltage at the other end of the light sensor; In the case where the fault detection module includes the smoke sensor, the fault signal includes a voltage at the other end of the smoke sensor; The processing module is specifically used for determining that the fault level of the battery pack is 0 when 0≤Va<V_1×R1 / ( R1+ d1×Ra) ≤Va<V_1×R1 / ( R1+ d2×Ra) ≤Va<V_1×R1 / ( R1+ d3×Ra) ≤Va<V_1×R1 / ( R1+ d3×Ra) ≤Va≤V_1, determining that the fault level of the battery pack is 3 when V_1×R1 / ( R1+ d3×Ra) ≤Va≤V_1; determining that the fault level of the battery pack is 0 when V_1*R2 / ( R2+p*Rb)<Vb≤V_1; and determining that the fault level of the battery pack is 3 when 0≤Vb≤V_1*R2 / ( R2+p*Rb) ≤V_1*R2 / ( R2+p*Rb) ≤Vb ... Among them, Va is the voltage at the other end of the light sensor, V_1 is the voltage of the electric energy provided by the power supply unit to the light sensing unit, R1 is the resistance of the first voltage-dividing resistor, Ra is the resistance of the light sensor in the absence of light, d1, d2 and d3 are variation coefficients, d1>d2>d3, R2 is the resistance of the second voltage-dividing resistor, p is the variation coefficient, Rb is the resistance of the smoke sensor in the absence of smoke, and Vb is the voltage at the other end of the smoke sensor.

2. The battery fault monitoring and management system according to claim 1, characterized in that: The battery fault monitoring and management system further includes a charge and discharge control module, which forms a charge and discharge loop with the battery pack and the charge and discharge interface; The processing module is specifically used for: if it is determined that the fault level of the battery pack is the first level, executing the fault processing method corresponding to the first level, The fault handling method corresponding to the first level includes: sending first fault information to the vehicle system and sending a first control instruction to the charge and discharge control module, wherein the first control instruction is used to instruct the charge and discharge control module to control the charge and discharge circuit to be shut down after delaying to a first time point, and the first time point is the time point at which the current charging ends or the time point at which the current discharging ends; The charge and discharge control module is used to control the charge and discharge circuit to be turned off after the first time point according to the received first control instruction.

3. The battery fault monitoring and management system according to claim 2, characterized in that: The processing module is further configured to execute the fault processing method corresponding to the second level if it is determined that the fault level of the battery pack is the second level, wherein the fault processing method corresponding to the second level includes: sending second fault information to the vehicle system; The processing module is further specifically configured to execute the fault processing method corresponding to the third level if it is determined that the fault level of the battery pack is the third level, wherein the fault processing method corresponding to the third level includes: sending third fault information to the vehicle system, and sending a second control instruction to the charge and discharge control module, wherein the second control instruction is used to instruct the charge and discharge control module to control the charge and discharge circuit to be shut down at the current moment; The charge and discharge control module is used to control the charge and discharge circuit to be closed at the current moment according to the received second control instruction.

4. The battery fault monitoring and management system according to claim 3, characterized in that: The charge and discharge control module includes a switch driving unit and a switch network unit; The switch network unit comprises at least one switch device; The switch driving unit is connected to the processing module and the switch network unit, and is used to control the switch device in the switch network unit to turn off according to the first control instruction or the second control instruction.

5. The battery fault monitoring and management system according to claim 4, characterized in that: The charging and discharging interface includes a charging interface and a discharging interface; The switch network unit comprises a first switch device, a control end of the first switch device is connected to the switch driving unit, a first end of the first switch device is connected to the battery pack, and a second end of the first switch device is connected to the charging interface and the discharging interface; The switch network unit further includes a second switch device and a third switch device; The control end of the second switch device is connected to the switch driving unit, the first end of the second switch device is connected to the second end of the first switch device, and the second end of the second switch device is connected to the charging interface and the discharging interface; The control end of the third switching device is connected to the switch driving unit, the first end of the third switching device is connected to the first end of the second switching device and the second end of the first switching device, and the second end of the third switching device is connected to the second end of the second switching device, the charging interface, and the discharging interface.

6. The battery fault monitoring and management system according to claim 2 or 3, characterized in that: The charge and discharge control module is also used to detect the state of the charge and discharge circuit, and send the state information of the charge and discharge circuit to the vehicle system through the processing module. The state of the charge and discharge circuit includes on or off.

7. A battery failure monitoring and management method, characterized in that: include: The battery fault monitoring and management system obtains the value of the fault signal of the battery pack, and the battery fault monitoring and management system is integrated in the battery management system; The battery fault monitoring and management system determines the fault level of the battery pack according to the value of the fault signal; The battery fault monitoring and management system determines a corresponding fault handling method according to the fault level; The battery fault monitoring and management system executes the fault handling method corresponding to the fault level; The battery fault monitoring and management system includes a fault detection module and a processing module; The fault detection module includes a power supply unit, a first voltage-dividing resistor, a second voltage-dividing resistor, a light sensor and / or a smoke sensor, one end of the light sensor is connected to the power supply unit, and the other end of the light sensor is respectively connected to the first voltage-dividing resistor and the processing module, one end of the smoke sensor is connected to the power supply unit, and the other end of the smoke sensor is respectively connected to the second voltage-dividing resistor and the processing module; In the case where the fault detection module includes the light sensor, the fault signal includes a voltage at the other end of the light sensor; In the case where the fault detection module includes the smoke sensor, the fault signal includes a voltage at the other end of the smoke sensor; The battery fault monitoring and management system determines the fault level of the battery pack according to the value of the fault signal, including: The processing module determines that the fault level of the battery pack is 0 when 0≤Va<V_1×R1 / ( R1+ d1×Ra) ≤Va<V_1×R1 / ( R1+ d2×Ra) ≤Va<V_1×R1 / ( R1+ d3×Ra) ≤Va<V_1×R1 / ( R1+ d3×Ra) ≤Va≤V_1, determines that the fault level of the battery pack is 3 when V_1×R1 / ( R1+ d3×Ra) ≤Va≤V_1; determines that the fault level of the battery pack is 0 when V_1*R2 / ( R2+p*Rb)<Vb≤V_1; determines that the fault level of the battery pack is 3 when 0≤Vb≤V_1*R2 / ( R2+p*Rb) ≤V_1*R2 / ( R2+p*Rb) ≤Va≤V_1*R2 / ( R2+p*Rb) ≤Vb ... Among them, Va is the voltage at the other end of the light sensor, V_1 is the voltage of the electric energy provided by the power supply unit to the light sensing unit, R1 is the resistance of the first voltage-dividing resistor, Ra is the resistance of the light sensor in the absence of light, d1, d2 and d3 are variation coefficients, d1>d2>d3, R2 is the resistance of the second voltage-dividing resistor, p is the variation coefficient, Rb is the resistance of the smoke sensor in the absence of smoke, and Vb is the voltage at the other end of the smoke sensor.

8. The battery failure monitoring and management method according to claim 7, characterized in that: The battery fault monitoring and management system forms a charge and discharge loop with the battery pack and the charge and discharge interface; If the fault level of the battery pack is the first level, the fault handling method corresponding to the first level includes: the battery fault monitoring and management system sends the first fault information to the vehicle system, and controls the charging and discharging circuit to be shut down after a delay to a first time point, and the first time point is the time point when the current charging ends or the time point when the current discharging ends.

9. The battery failure monitoring and management method according to claim 8, characterized in that: If the fault level of the battery pack is the second level, the fault handling method corresponding to the second level includes: the battery fault monitoring and management system sends second fault information to the vehicle system; If the fault level of the battery pack is the third level, the fault handling method corresponding to the third level includes: the battery fault monitoring and management system sends third fault information to the vehicle system, and controls the charging and discharging circuit to be shut down at the current moment.

10. The battery failure monitoring and management method according to claim 8, characterized in that: Also includes: The battery fault monitoring and management system detects the state of the charging and discharging circuit and sends the state information of the charging and discharging circuit to the vehicle system. The state of the charging and discharging circuit includes being on or off.

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