Over-discharge protection method and system, vehicle, battery management system and storage medium

Abstract

The embodiments of the present application provide an over-discharge protection method and system, a vehicle, a battery management system, and a storage medium. The vehicle includes a power battery, a switch unit, a starting unit, and a battery management system; the method is applied to the battery management system, and the method includes: detecting the current power level of the power battery; when the current power level is less than a first preset power level and greater than or equal to a second preset power level, and the switch unit is in an on state, disconnecting the switch unit; when the current power level is less than a first preset power level and greater than or equal to a second preset power level, and the switch unit is in an off state, if a hardware trigger signal is received, turning on the switch unit; wherein the second preset power level is less than the first preset power level. The present application disconnects the discharge circuit of the battery when the current power level of the power battery is still sufficient to start the vehicle, thereby reducing the energy consumption of the power battery and using as much energy of the power battery as possible to start the vehicle, thereby improving the user experience.

Description

Technical Field

[0001] The present application relates to the field of battery technology, and in particular to an over-discharge protection method and system, a vehicle, a battery management system, and a storage medium. Background Art

[0002] With the continuous development of battery-related technologies, battery power sources are widely used in fields such as mobile phones, electric vehicles, power tools, and energy storage. In the field of electric vehicles, taking the on-board 12V lithium battery power source as an example, the on-board 12V lithium battery power source is generally used to power the vehicle's starting unit, keeping the starting unit in an operating state. At this time, if the starting unit receives an enable signal, it can start the vehicle. It can also provide energy for electrical devices in the vehicle briefly after the vehicle is turned off.

[0003] In practice, the vehicle's battery power supply may be over-discharged due to reasons such as forgetting to turn off the electrical devices in the vehicle for a long time, thereby damaging the battery. Currently, to prevent the battery power supply from being over-discharged, technicians usually control the battery to be in an over-discharge protection state after the battery power supply's state of charge approaches 0. That is, the connection lines between the battery and the electrical devices are disconnected to protect the battery. These connection lines include the connection line between the battery and the vehicle's starting unit. Once the battery is in the over-discharge protection state, the battery can only be recharged using an additional low-current device. Otherwise, the connection line between the battery and the starting unit cannot be restored, the vehicle cannot be started, and the user experience is poor. Summary of the Invention

[0004] The embodiments of the present application provide an over-discharge protection method and system, a vehicle, a battery management system, and a storage medium, which are used to disconnect the battery's discharge circuit for the first time when the current power of the power battery is sufficient to start the vehicle, thereby reducing the energy consumption of the power battery and using as much energy of the power battery as possible to start the vehicle, thereby improving the user experience.

[0005] In a first aspect, an embodiment of the present application provides a method for over-discharge protection of a vehicle, wherein the vehicle includes a power battery, a switch unit, a starting unit, and a battery management system; the switch unit is connected between the power battery and the starting unit, and when the switch unit is in an on state, the power battery supplies power to the starting unit; when the starting unit is powered, it can start the vehicle upon receiving an enable signal; the battery management system is connected to the control end of the switch unit for controlling the switching unit to be turned on or off, and the battery management system is also connected to the power battery; the method is applied to the battery management system, and the method includes: detecting the current power level of the power battery; when the current power level is less than a first preset power level and greater than or equal to a second preset power level, and the switch unit is in an on state, disconnecting the switch unit; when the current power level is less than the first preset power level and greater than or equal to the second preset power level, and the switch unit is in an off state, if a hardware trigger signal is received, turning on the switch unit; wherein the second preset power level is less than the first preset power level.

[0006] In the technical solution of the embodiment of the present application, when the current power level decreases to less than a first preset power level, the battery management system will disconnect the switch unit to cut off the path between the power battery and the starting unit, thereby reducing the static energy consumption of the switch unit and the starting unit; before the current power level further decreases to a second preset power level, if a hardware trigger signal sent by the user through the vehicle's wake-up unit is received, the power battery and the starting unit can also be connected by turning on the switch unit to start the vehicle. Compared with the related art, only when the current power level of the power battery is about to decrease to 0, the path between the power battery and the starting unit is controlled to be in a disconnected state to protect the power battery from over-discharge. In the embodiment of the present application, the battery discharge circuit will be disconnected for the first time when the current power level of the power battery is still sufficient to start the vehicle, which not only reminds the user that the power battery is running low and needs to be charged, but also reduces the energy consumption of the power battery at this time, so that the energy of the power battery can be used to start the vehicle as much as possible, thereby improving the user experience.

[0007] In some embodiments, if a hardware trigger signal is received, after turning on the switch unit, the method further includes: if no hardware trigger signal is received within a first preset time after turning on the switch unit, turning off the switch unit.

[0008] In the above embodiment, if no hardware trigger signal is received within the first preset time after the switch unit is turned on, it is considered that the user does not need to start the vehicle at this time. At this time, the switch unit is disconnected to reduce energy consumption and use the energy of the power battery as much as possible to start the vehicle, thereby improving the user experience.

[0009] In some embodiments, the difference between the first preset power and the second preset power is greater than the sum of the self-consumption power and the conduction loss power; wherein the self-consumption power is the power consumed by the power battery after the second preset time when the switch unit is in the off state, and the conduction loss power is the power consumed by the power battery after the first preset time when the switch unit is in the on state.

[0010] In the above embodiment, the difference between the first preset power and the second preset power is set to be sufficient to maintain the battery, so that the switch unit can be turned on by the hardware trigger signal within the second preset time, and the switch unit can be continuously turned on for more than the first preset time, so that the power battery can power the starting unit. The starting unit will start the vehicle when it receives the enable signal, thereby improving the user experience.

[0011] In some embodiments, turning off the switch unit includes turning off the switch unit if it is detected that the vehicle is in a parking state.

[0012] In the above embodiment, if the switch unit is disconnected when the vehicle is in driving state, it may cause the electrical equipment of the vehicle connected after the switch unit to lose power, which may affect driving safety. The present application will first detect whether the vehicle is in the parking state when it is necessary to disconnect the switch unit. If it is in the parking state, the switch unit will be disconnected, which effectively improves the safety of vehicle driving.

[0013] In some embodiments, after the switch unit is turned off, the method further includes: when the time for which the switch unit is in the off state is greater than or equal to a third preset time, if a hardware trigger signal is received, prohibiting the switch unit from being turned on.

[0014] In the above embodiment, when the switch unit remains in the off state for a third preset time, the vehicle is deemed to have been left unused for too long and the battery is at risk of over-discharge. At this point, even if a hardware trigger signal is received, the switch unit remains in the off state to protect the battery from damage due to over-discharge. Furthermore, even if the battery management system mistakenly determines that the battery's current charge level is between the first and second preset charges, but determines that the switch unit has been in the off state for longer than the third preset time, the switch unit remains in the off state. This dual determination effectively prevents damage to the power battery due to over-discharge and improves vehicle safety.

[0015] In some embodiments, the battery management system includes a wake-up unit and a drive unit; the first end of the wake-up unit is connected to the first end of the vehicle's hardware switch, the second end of the hardware switch is grounded, the second end of the wake-up unit is connected to the power battery, and the third end of the wake-up unit is connected to the switch unit through the drive unit; wherein, the hardware switch is used to be controlled by the user to be in an off state or an on state, and the first end of the wake-up unit receives a hardware trigger signal when the hardware switch is in the on state. After receiving the hardware trigger signal, the first end of the wake-up unit connects the second end of the wake-up unit and the third end of the wake-up unit so that the drive unit is powered by the power battery. When the drive unit is powered, it can turn on the switch unit when the current power is less than the first preset power and greater than or equal to the second preset power, and when the switch unit is in the off state and receives the hardware trigger signal.

[0016] In the above embodiment, the user can turn on the hardware switch to ground the first end of the wake-up unit, thereby simulating that the first end of the wake-up unit has received a hardware trigger signal. At this time, the wake-up unit will connect the power battery and the drive unit, and the power battery will supply power to the drive unit to put the drive unit in a controllable state. Then, when the current power is less than the first preset power and greater than or equal to the second preset power, and the switch unit is in the disconnected state, and the hardware trigger signal is received, the switch unit will be turned on. In the embodiment of the present application, the drive unit for controlling the switch unit is directly powered by the power battery, without the need for an additional battery for power supply. This can also avoid the control of the switch unit being affected by the exhaustion of the additional battery, thereby improving the stability of vehicle operation.

[0017] In some embodiments, the wake-up unit is a PNP transistor, the base of the transistor serves as the first end of the wake-up unit, the emitter / collector of the transistor serves as the second end of the wake-up unit, and the collector / emitter of the transistor serves as the third end of the wake-up unit.

[0018] In some embodiments, the vehicle further includes a conversion unit; the power battery is connected to the second end of the wake-up unit through the conversion unit; the conversion unit is used to convert the voltage output by the power battery into a voltage within a voltage range that can be received by the wake-up unit.

[0019] In the above embodiment, by providing a conversion unit, the system can be adapted to power batteries that output different voltages.

[0020] In some embodiments, the battery management system further includes a diode; the first end of the wake-up unit is connected to the first end of the hardware switch through the diode, the first end of the wake-up unit is connected to the anode of the diode, and the cathode of the diode is connected to the first end of the hardware switch.

[0021] In the above embodiment, a diode is further provided in the battery management system to prevent backflow, thereby protecting the wake-up circuit from damage and effectively improving the reliability of the wake-up circuit.

[0022] In a second aspect, an embodiment of the present application provides an over-discharge protection system for a vehicle, wherein the vehicle includes a power battery, a switch unit, a starting unit, and a battery management system; the switch unit is connected between the power battery and the starting unit, and when the switch unit is in the on state, the power battery supplies power to the starting unit; when the starting unit is powered, it can start the vehicle upon receiving an enable signal; the battery management system is connected to the control end of the switch unit, for controlling the switch unit to be turned on or off, and the battery management system is also connected to the power battery; the system includes: a detection unit, for detecting the current power level of the power battery; a control unit, for disconnecting the switch unit when the current power level is less than a first preset power level and greater than or equal to a second preset power level, and the switch unit is in the on state; when the current power level is less than the first preset power level and greater than or equal to the second preset power level, and the switch unit is in the off state, if a hardware trigger signal is received, the switch unit is turned on; wherein the second preset power level is less than the first preset power level.

[0023] In a third aspect, an embodiment of the present application provides a vehicle, including the over-discharge protection system of the above-mentioned vehicle.

[0024] In a fourth aspect, an embodiment of the present application provides a battery management system, comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the vehicle over-discharge protection method of any of the above embodiments.

[0025] In a fifth aspect, an embodiment of the present application provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the vehicle over-discharge protection method of any of the above embodiments.

[0026] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments of the present application. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the drawings without creative work.

[0028] Figure 1 This is a schematic diagram of a mode conversion of a power battery disclosed in one embodiment of the present application;

[0029] Figure 2 This is a schematic diagram of the structure of a vehicle disclosed in one embodiment of the present application. Figure 1 ;

[0030] Figure 3 This is a flow chart of a vehicle over-discharge protection method disclosed in one embodiment of the present application. Figure 1 ;

[0031] Figure 4 This is a flow chart of a vehicle over-discharge protection method disclosed in one embodiment of the present application. Figure 2 ;

[0032] Figure 5 This is a flow chart of a vehicle over-discharge protection method disclosed in one embodiment of the present application. Figure 3 ;

[0033] Figure 6 This is a flow chart of a vehicle over-discharge protection method disclosed in one embodiment of the present application. Figure 4 ;

[0034] Figure 7 This is a schematic diagram of the structure of a vehicle disclosed in one embodiment of the present application. Figure 2 ;

[0035] Figure 8 This is a schematic diagram of the structure of a vehicle disclosed in one embodiment of the present application. Figure 3 ;

[0036] Figure 9 This is a schematic diagram of the structure of a vehicle disclosed in one embodiment of the present application. Figure 4 ;

[0037] Figure 10 This is a schematic structural diagram of a vehicle over-discharge protection system disclosed in one embodiment of the present application;

[0038] Figure 11 This is a schematic structural diagram of a battery management system disclosed in one embodiment of the present application;

[0039] In the drawings, the drawings are not drawn to scale.

[0040] Description of the markings: battery management system 1, power battery 2, switch unit 3, start unit 4, hardware switch 5, conversion unit 6, wake-up unit 11, drive unit 12, PNP transistor Q1, diode D1, resistor R1, resistor R2, detection unit 501, control unit 502, processor 601, memory 602. DETAILED DESCRIPTION

[0041] The following detailed description of the embodiments of the present application is provided in conjunction with the accompanying drawings and examples. The following detailed description of the embodiments and the accompanying drawings are used to illustrate the principles of the present application, but are not intended to limit the scope of the present application, that is, the present application is not limited to the described embodiments.

[0042] In the description of this application, it should be noted that, unless otherwise specified, "multiple" means more than two; the terms "upper", "lower", "left", "right", "inside", "outside", etc., indicating directions or positional relationships, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as a limitation on this application. In addition, the terms "first", "second", "third", etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance. "Vertical" is not strictly perpendicular, but is within the allowable error range. "Parallel" is not strictly parallel, but is within the allowable error range.

[0043] The directional words appearing in the following description are all directions shown in the figures, and do not limit the specific structure of this application. In the description of this application, it should also be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be directly connected or indirectly connected through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0044] References herein to "embodiments" mean that a particular feature, structure, or characteristic described in connection with the embodiments may be included in at least one embodiment of the present application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute an independent or alternative embodiment that is mutually exclusive of other embodiments. It is understood, both explicitly and implicitly, by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0045] In the description of the embodiments of this application, the term "and / or" is simply a description of the association relationship between associated objects, indicating that three relationships can exist. For example, A and / or B can represent the following three situations: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this document generally indicates that the associated objects are in an "or" relationship.

[0046] With the continuous development of battery-related technologies, battery power sources are widely used in fields such as mobile phones, electric vehicles, power tools, and energy storage. In the field of electric vehicles, taking the on-board 12V lithium battery power source as an example, the on-board 12V lithium battery power source is generally used to power the vehicle's starting unit, keeping the starting unit in an operating state. At this time, if the starting unit receives an enable signal, it can start the vehicle. The on-board 12V lithium battery power source can also be used to briefly provide energy for electrical devices in the vehicle after the vehicle is turned off.

[0047] In practice, because the connection lines between the battery and electrical devices or starting units are typically in a normally closed state, the battery may be over-discharged due to factors such as forgetting to turn off the electrical devices in the vehicle for an extended period, causing damage to the battery. For example, lithium-ion batteries typically use lithium alloy metal oxides as their positive electrode materials, graphite as their negative electrode materials, and a non-aqueous electrolyte. When the state of charge of a lithium battery reaches a certain value close to zero, continued discharge will damage the battery.

[0048] Currently, to prevent batteries from being over-discharged, technicians usually control the battery to be in an over-discharge protection state after the battery's state of charge is close to 0. That is, by continuously disconnecting the switch unit between the battery and the electrical device or starting unit, the connection line between the battery and the electrical device or starting unit is kept disconnected to protect the battery. After detecting that the battery power is greater than a preset value, it is considered that the battery no longer has the risk of over-discharge. Then, by turning on the switch unit, the connection line between the battery and the electrical device or starting unit is connected, so that the battery can power the electrical device or starting unit.

[0049] The inventors of this application noticed that once the battery is in the over-discharge protection state, the battery can only be recharged by an additional low-current device. Otherwise, the connection line between the battery and the starting unit cannot be restored and the vehicle cannot be started. However, such a low-current device is usually not configured on electric vehicles. Users can only go to the electric vehicle after-sales store to find a matching low-current device to recharge the battery, which results in a poor user experience.

[0050] Based on the above problems, the present application proposes the following technical concept: setting two preset power levels—a first preset power level and a second preset power level, wherein the second preset power level is smaller than the first preset power level. When it is detected that the battery power level is smaller than the higher first preset power level, the switch unit on the line connecting the power battery and the starting unit is disconnected for the first time. At this time, the power battery no longer supplies power to the starting unit, reducing energy consumption. After receiving a hardware trigger signal generated by the user through external hardware triggering, the switch unit is turned on to allow the power battery to supply power to the starting unit, so that the starting unit starts the vehicle when it receives the enable signal. When it is detected that the battery power level is greater than the lower second preset power level, it is considered that the battery is currently at risk of over-discharge, and the switch unit is continuously disconnected.

[0051] In some embodiments, please refer to Figure 1 When the current power level is greater than or equal to the first preset power level, it is considered that the power battery is currently in normal mode, and the power battery can normally supply power to the starting unit at this time; when the current power level is less than the first preset power level and greater than or equal to the second preset power level, the power battery is placed in low-consumption mode by disconnecting the switch unit. When the power battery is in this mode, if a hardware trigger signal is received, the power battery can be placed in normal mode by turning on the switch unit, that is, the power battery can supply power to the starting unit; after the power battery has entered the low-consumption mode for n days, where n is a positive number, it is considered that the current power level will be less than the second preset power level. At this time, the power battery is in over-discharge protection mode. When the power battery is in this mode, even if a hardware trigger signal is received, the switch unit will not be turned on to protect the battery from damage. The power battery can only be replenished with power through a low-current device to make the power level of the power battery greater than or equal to the first preset power level, that is, the power battery is restored to normal mode.

[0052] The embodiment of the present application provides a vehicle over-discharge protection method, which is applied to the battery management system 1 (Battery Management System, BMS) in the vehicle. Please refer to Figure 2 The vehicle also includes: a power battery 2, a switch unit 3 and a starting unit 4.

[0053] The switch unit 3 is connected between the power battery 2 and the starting unit 4. When the switch unit 3 is in the on state, the power battery 2 can supply power to the starting unit 4. When the starting unit 4 is powered, it can start the vehicle when it receives an enable signal. In addition, the battery management system 1 is connected to the control end of the switch unit 3 for controlling the switch unit 3 to be turned on or off. The battery management system 1 is also connected to the power battery 2.

[0054] According to some embodiments of the present application, the flow chart of the vehicle over-discharge protection method can be referred to Figure 3 ,include:

[0055] Step 101: Detect the current power level of the power battery.

[0056] Step 102, determine whether the current power is less than the first preset power and greater than or equal to the second preset power. If so, proceed to step 103; otherwise, continue to step 101; wherein the second preset power is less than the first preset power.

[0057] Step 103 , determining whether the switch unit is in the on state, if so, proceeding to step 104 ; otherwise, proceeding to step 105 .

[0058] Step 104: disconnect the switch unit.

[0059] Step 105: If a hardware trigger signal is received, the switch unit is turned on.

[0060] Specifically, the BMS detects the current power battery charge and determines whether the detected current power battery charge is between a first preset charge and a second preset charge. If so, the BMS further determines whether the switch unit is in an on state. If the switch unit is still in an on state, the switch unit is disconnected to reduce power battery energy consumption. If the switch unit is already in an off state, upon receiving a hardware trigger signal, the switch unit is turned on, allowing the power battery to power the starting unit, and then the vehicle can be started by sending an enable signal to the starting unit. If the current power level is not between the first and second preset power levels, the BMS re-detects the current battery charge and continues to determine whether the updated current power level is between the first and second preset power levels.

[0061] In some embodiments, if it is determined that the current power level is less than a second preset power level, it is considered that the battery is currently at risk of over-discharge, and the switch unit is continuously disconnected to protect the battery from being damaged by over-discharge. The value of the second preset power level is usually obtained by technicians through a large number of pre-factory experimental tests.

[0062] In some embodiments, the hardware trigger signal may be a signal generated by a user via a hardware switch located on the outside of the vehicle, such as, but not limited to, the vehicle's trunk door or a door handle. For example, the user may generate a hardware trigger signal by opening the vehicle's trunk door or by turning a vehicle's door handle, without limitation.

[0063] In this embodiment, the BMS detects the current power level of the power battery. When the current power level decreases to less than a first preset power level, the BMS disconnects the switch unit to cut off the path between the power battery and the starting unit, thereby reducing the static energy consumption of the switch unit and the starting unit. Before the current power level further decreases to a second preset power level, if a hardware trigger signal is received from the user through the vehicle's wake-up unit, the BMS can also connect the power battery and the starting unit by turning on the switch unit to start the vehicle. When the current power level of the battery decreases to less than the second preset power level, even if a hardware trigger signal is received, the BMS will no longer turn on the switch unit, keeping the path between the power battery and the starting unit disconnected to ensure that the power battery will no longer discharge to the starting unit through the switch unit, thereby avoiding damage to the power battery due to excessive discharge. Compared with the related art, the path between the power battery and the starting unit is controlled to be in a disconnected state only when the current power of the power battery is about to decrease to 0 to protect the power battery from over-discharge. In this application, the battery discharge circuit is disconnected for the first time when the current power of the power battery is still sufficient to start the vehicle. This not only reminds the user that the power battery has little power and needs to be charged, but also reduces the energy consumption of the power battery at this time, so that the energy of the power battery can be used to start the vehicle as much as possible, thereby improving the user experience.

[0064] In some embodiments, please refer to Figure 4 Steps 201 to 205 are roughly the same as steps 101 to 105 and will not be repeated here. The difference is that step 206 is also included.

[0065] Step 206 : If no hardware trigger signal is received within a first preset time after the switch unit is turned on, the switch unit is turned off.

[0066] The setting of the first preset time is usually obtained by technicians through a large number of pre-factory experimental tests. It should be noted that the setting of the first preset time needs to be greater than the time from the starting unit being powered to receiving the enable signal and starting the vehicle, so as to be able to start the vehicle by continuously turning on the switch unit for the first preset time.

[0067] In this embodiment, if no hardware trigger signal is received within the first preset time after the switch unit is turned on, it is considered that the user does not need to start the vehicle at this time. At this time, the switch unit is disconnected to reduce energy consumption and use the energy of the power battery as much as possible to start the vehicle, thereby improving the user experience.

[0068] In some embodiments, the difference between the first preset power and the second preset power is set to be greater than the sum of the self-consumption power and the conduction loss power.

[0069] Among them, the self-consumption power is the power consumed by the power battery after the second preset time when the switch unit is in the off state. The self-consumption power can be understood as the power consumed by the power battery after the second preset time when it does not supply power to the starting unit. This part of the loss mainly considers the self-discharge rate of the battery cells in the power battery and the 100uA power consumption of the PCB board welded with the power battery, switch unit and starting unit. The second preset time is usually obtained by technical personnel through a large number of pre-factory experimental tests.

[0070] The conduction loss power is the power consumed by the power battery over a first preset time when the switch unit is in the on state. The conduction loss power can be understood as the power consumed by the power battery when the time it supplies power to the starting unit reaches the first preset time.

[0071] In this embodiment, the difference between the first preset power level and the second preset power level is set to be sufficient to maintain the battery, so that the switch unit can be turned on by the hardware trigger signal within the second preset time, and the switch unit can be continuously turned on for more than the first preset time, so that the power battery can power the starting unit. The starting unit will start the vehicle when it receives the enable signal, thereby improving the user experience.

[0072] In some embodiments, please refer to Figure 5 Step 301, step 302, step 303 and step 305 are roughly the same as step 101, step 102, step 103 and step 105, and will not be repeated here. The difference is that step 304 is different.

[0073] Step 304: If it is detected that the vehicle is in the parking state, the switch unit is turned off.

[0074] The vehicle being in the parking state means that the vehicle is in a stopped state. For example, it can be determined by detecting the distance traveled by the vehicle within a preset time.

[0075] Since the power battery may also be connected to other electrical devices through the switch unit, if the switch unit is disconnected while the vehicle is in motion, the use of certain electrical devices may be affected, and these electrical devices may affect the driving safety of the vehicle. For example, the electric locks of the doors may fail due to the disconnection of the switch unit, thereby affecting the safety of the vehicle. Therefore, the embodiments of the present application will reduce the energy consumption of the power battery by disconnecting the switch unit when it is detected that the vehicle is in the parking state and the driving safety of the vehicle will not be affected.

[0076] In this embodiment, if the switch unit is disconnected when the vehicle is in driving state, it may cause power outage of the electrical equipment of the vehicle connected behind the switch unit, which may affect driving safety. This application will first detect whether the vehicle is in the parking state when it is necessary to disconnect the switch unit. If it is in the parking state, the switch unit will be disconnected, which effectively improves the safety of vehicle driving.

[0077] In some embodiments, please refer to Figure 6 Steps 401 to 405 are roughly the same as steps 101 to 105 and will not be repeated here. The difference is that step 406 is also included.

[0078] Step 406 : When the time for which the switch unit is in the off state is greater than or equal to the third preset time, if a hardware trigger signal is received, the switch unit is prohibited from being turned on.

[0079] The third preset time is usually obtained by technicians through a large number of pre-factory experimental tests. When the time for which the switch unit is in the disconnected state is greater than or equal to the third preset time, it can be considered that the vehicle has been left for too long and the battery is currently at risk of over-discharge. At this time, even if a hardware trigger signal is received, the switch unit is kept in the disconnected state.

[0080] In this embodiment, if the switch unit remains in the off state for a third preset time, the vehicle is deemed to have been left unused for too long and the battery is at risk of over-discharge. In this case, even if a hardware trigger signal is received, the switch unit remains in the off state to protect the battery from damage due to over-discharge. Furthermore, even if the battery management system mistakenly determines that the battery's current charge level is between the first and second preset charges, but determines that the switch unit has been off for longer than the third preset time, the switch unit remains in the off state. This dual determination effectively prevents damage to the power battery due to over-discharge and improves vehicle safety.

[0081] In some embodiments, please refer to Figure 7 The battery management system 1 includes a wake-up unit 11 and a drive unit 12, and the connection relationship is as follows: the first end of the wake-up unit 11 is connected to the first end of the vehicle's hardware switch 5, the second end of the hardware switch is grounded, the second end of the wake-up unit 11 is connected to the power battery 2, and the third end of the wake-up unit 11 is connected to the switch unit 3 through the drive unit 12.

[0082] The hardware switch 5 is used to be controlled by the user to be in an off state or an on state. The first end of the wake-up unit 11 can receive a hardware trigger signal when the hardware switch 5 is in the on state. After receiving the hardware trigger signal, the first end of the wake-up unit 11 connects the second end of the wake-up unit 11 and the third end of the wake-up unit 11, so that the power battery 2 can power the drive unit 12. When the drive unit 12 is powered, it can turn on the switch unit 3 when the current power is less than the first preset power and greater than or equal to the second preset power, and when the switch unit 3 is in the off state and receives the hardware trigger signal.

[0083] The battery management system 1 specifically includes a wake-up unit 11 and a drive unit 12. The user can turn on the hardware switch 5 to ground the first end of the wake-up unit 11, thereby simulating that the first end of the wake-up unit 11 has received a hardware trigger signal. At this time, the wake-up unit 11 will connect the power battery 2 and the starting unit 4, and the power battery 2 will power the starting unit 4 to put the starting unit 4 in a controllable state, thereby enabling the starting unit 4 to turn on the switch unit 3 when the current power is less than the first preset power and greater than or equal to the second preset power, and the switch unit 3 is in the disconnected state and receives a hardware trigger signal.

[0084] In some embodiments, the hardware switch 5 may be a vehicle trunk door or a door handle of a vehicle door, but is not limited thereto. The user generates a hardware trigger signal through the hardware switch 5. For example, the user may generate a hardware trigger signal by opening the vehicle trunk door or by twisting the vehicle door handle, without limitation.

[0085] In this embodiment, the battery management system specifically includes a wake-up unit and a drive unit. The user can turn on the hardware switch to ground the first end of the wake-up unit, thereby simulating that the first end of the wake-up unit has received a hardware trigger signal. At this time, the wake-up unit will connect the power battery and the drive unit, and the power battery will power the drive unit to put the drive unit in a controllable state. Then, when the current power is less than the first preset power and greater than or equal to the second preset power, and the switch unit is in the disconnected state, and the hardware trigger signal is received, the switch unit is turned on. In this application, the drive unit for controlling the switch unit is directly powered by the power battery, without the need for an additional battery for power supply. This can also prevent the control of the switch unit from being affected by the power failure of the additional battery, thereby improving the stability of vehicle operation.

[0086] In some embodiments, please refer to Figure 8 , the wake-up unit 11 is a PNP transistor Q1.

[0087] Specifically, the base of the transistor Q1 serves as the first end of the awakening unit 11 , the emitter / collector of the transistor Q1 serves as the second end of the awakening unit 11 , and the collector / emitter of the transistor Q1 serves as the third end of the awakening unit 11 .

[0088] In some embodiments, please refer to Figure 8 The vehicle further includes a conversion unit 6 , through which the power battery 2 is connected to the second end of the awakening unit 11 .

[0089] The conversion unit 6 is used to convert the voltage output by the power battery 2 into a voltage within a voltage range that can be received by the awakening unit 11 .

[0090] Since the voltage output by the power battery 2 may not match the voltage range that the wake-up unit 11 can receive, this may result in the power battery 2 being unable to power the drive unit 12 via the wake-up unit 11. In the embodiment of the present application, a conversion unit 6 is provided to convert the voltage output by the power battery 2 into a voltage within the voltage range that the wake-up unit 11 can receive, thereby powering the drive unit 12 via the wake-up unit 11.

[0091] In this embodiment, by providing a conversion unit, the power management system can be adapted to power batteries that output different voltages.

[0092] In some embodiments, please refer to Figure 8 , the battery management system 1 further includes a diode D1.

[0093] The first end of the awakening unit 11 is connected to the first end of the hardware switch 5 through the diode D1 . The first end of the awakening unit 11 is connected to the anode of the diode D1 , and the cathode of the diode D1 is connected to the first end of the hardware switch 5 .

[0094] In this embodiment, a diode is further provided in the battery management system to prevent backflow, thereby protecting the wake-up circuit from damage and effectively improving the reliability of the wake-up circuit.

[0095] In some embodiments, please refer to Figure 9The power battery 2 is specifically a structure composed of multiple connected cells. The power battery 2 is connected to the battery management system 1. The switch unit 3 is provided in the battery management system 1. The switch unit 3 is specifically a MOSFET array as shown in the figure. It is provided in the connection line between the positive electrode of the power battery 2 and the starting unit 4. In addition, the hardware switch 5 is connected to the base of the transistor Q1 via the diode D1 and the resistor R1. The positive electrode of the power battery 2 is connected to the emitter of the transistor Q1 via the conversion unit 6 provided in the battery management system 1. The emitter of the transistor Q1 is also connected to the base of the transistor Q1 via the resistor R2. The technician can adjust the resistance values ​​of the resistors R1 and R2 to adjust the transistor Q1 to ensure normal operation.

[0096] The collector of transistor Q1 is connected to the control terminal of the MOSFET switches in the MOSFET array via a driver unit 12, which is used to control the on / off state of each MOSFET switch, thereby controlling the on / off state of the entire switch unit 3. Driver unit 12 specifically includes a power module, a microcontroller unit (MCU), and a MOSFET driver module. Specifically, the collector of transistor Q1 controls the on / off state of each MOSFET switch via the power module, MCU, and MOSFET driver module.

[0097] An embodiment of the present application provides a vehicle over-discharge protection system. The block diagram of the vehicle over-discharge protection system can be referred to Figure 10 The vehicle's over-discharge protection system includes a detection unit 501 and a control unit 502, with the detection unit 501 connected to the control unit 502. Furthermore, the vehicle includes a power battery, a switch unit, a starting unit, and a battery management system. The switch unit is connected between the power battery and the starting unit. When the switch unit is in the on state, the power battery supplies power to the starting unit. When the starting unit is powered, it can start the vehicle upon receiving an enable signal. The battery management system is connected to the control terminal of the switch unit and is used to control the switching unit to be on or off.

[0098] The detection unit 501 will detect the current power level of the power battery, and the control unit 502 will disconnect the switch unit when the current power level is less than the first preset power level and greater than or equal to the second preset power level, and the switch unit is in the on state; when the current power level is less than the first preset power level and greater than or equal to the second preset power level, and the switch unit is in the off state, if a hardware trigger signal is received, the switch unit will be turned on; wherein, the second preset power level is less than the first preset power level.

[0099] It is not difficult to find that this embodiment is Figure 3 Corresponding embodiments and corresponding system embodiments, this embodiment can be used with Figure 3 The corresponding embodiments are implemented in coordination with each other. Figure 3 The relevant technical details mentioned in the corresponding embodiment are still valid in this embodiment, and will not be repeated here to reduce repetition. Figure 3 In the corresponding embodiment.

[0100] One embodiment of the present application provides a vehicle, including the over-discharge protection system of the above-mentioned vehicle.

[0101] An embodiment of the present application provides a battery management system, please refer to Figure 11 A structural diagram of a battery management system includes: at least one processor 601; and a memory 602 in communication with the at least one processor 601; wherein the memory 602 stores instructions that can be executed by the at least one processor 601, and the instructions are executed by the at least one processor 601 so that the at least one processor 601 can execute the over-discharge protection method of any of the above-mentioned vehicles.

[0102] The memory 602 and processor 601 are connected using a bus. The bus can include any number of interconnected buses and bridges, connecting various circuits of one or more processors 601 and memory 602. The bus can also connect various other circuits such as peripheral devices, voltage regulators, and power management circuits. These are all well known in the art and are therefore not described further herein. The bus interface provides an interface between the bus and the transceiver. The transceiver can be a single component or multiple components, such as multiple receivers and transmitters, providing a unit for communicating with various other devices over a transmission medium. Data processed by the processor 601 is transmitted over a wireless medium via an antenna. Furthermore, the antenna receives data and transmits it to the processor 601.

[0103] The processor 601 is responsible for managing the bus and general processing, and can also provide various functions, including timing, peripheral interfaces, voltage regulation, power management, and other control functions. The memory 602 can be used to store data used by the processor 601 when performing operations.

[0104] One embodiment of the present application provides a computer-readable storage medium storing a computer program, which implements the above-mentioned vehicle over-discharge protection method when executed by a processor.

[0105] That is, those skilled in the art will understand that all or part of the steps in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a program, which is stored in a storage medium and includes a number of instructions for causing a device (which may be a single-chip microcomputer, chip, etc.) or a processor to execute all or part of the steps of the methods described in the various embodiments of the present application. The aforementioned storage medium includes: a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk, etc., various media that can store program code.

[0106] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some or all of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application, and they should all be included in the scope of the claims and specification of the present application. In particular, as long as there is no structural conflict, the various technical features mentioned in the various embodiments can be combined in any way. The present application is not limited to the specific embodiments disclosed herein, but includes all technical solutions that fall within the scope of the claims.

Claims

1. A method for over-discharge protection of a vehicle, the vehicle comprising a power battery, a switch unit, a starting unit, and a battery management system; the switch unit being connected between the power battery and the starting unit; and when the switch unit is in an on state, the power battery supplies power to the starting unit. The starting unit is capable of starting the vehicle upon receiving an enable signal when powered; the battery management system is connected to the control terminal of the switch unit for controlling the switch unit to be turned on or off, and the battery management system is also connected to the power battery; The method is applied to the battery management system, and the method includes: detecting the current power level of the power battery; When the current power level is less than a first preset power level and greater than or equal to a second preset power level, and the switch unit is in an on state, the switch unit is turned off; when the current power level is less than the first preset power level and greater than or equal to the second preset power level, and the switch unit is in an off state, the switch unit is turned on if a hardware trigger signal is received; wherein the difference between the first preset power level and the second preset power level is greater than the sum of the self-consumption power level and the conduction loss power level; the self-consumption power level is the power level consumed by the power battery over the second preset time when the switch unit is in the off state, and the conduction loss power level is the power level consumed by the power battery over the first preset time when the switch unit is in the on state; When the time for which the switch unit is in the off state is greater than or equal to a third preset time, or the current power level is less than the second preset power level, if the hardware trigger signal is received, prohibiting the switch unit from being turned on; The second preset power level is less than the first preset power level.

2. The vehicle over-discharge protection method according to claim 1, wherein: After the switching unit is turned on if a hardware trigger signal is received, the method further includes: If the hardware trigger signal is not received within a first preset time after the switch unit is turned on, the switch unit is turned off.

3. The vehicle over-discharge protection method according to any one of claims 1 to 2, wherein: The step of disconnecting the switch unit comprises: If it is detected that the vehicle is in a parking state, the switch unit is turned off.

4. The vehicle over-discharge protection method according to any one of claims 1 to 3, wherein: The battery management system includes a wake-up unit and a drive unit; A first end of the awakening unit is connected to a first end of a hardware switch of the vehicle, a second end of the hardware switch is grounded, a second end of the awakening unit is connected to the power battery, and a third end of the awakening unit is connected to the switch unit via a drive unit; The hardware switch is used to be controlled by the user to be in an off state or an on state, and the first end of the wake-up unit receives the hardware trigger signal when the hardware switch is in the on state. After receiving the hardware trigger signal, the first end of the wake-up unit connects the second end of the wake-up unit and the third end of the wake-up unit so that the power battery can power the drive unit. When the drive unit is powered, the current power is less than the first preset power and greater than or equal to the second preset power, and the switch unit is in the off state and receives the hardware trigger signal, the switch unit is turned on.

5. The vehicle over-discharge protection method according to claim 4, wherein: The wake-up unit is a PNP transistor, the base of the transistor serves as the first end of the wake-up unit, the emitter / collector of the transistor serves as the second end of the wake-up unit, and the collector / emitter of the transistor serves as the third end of the wake-up unit.

6. The vehicle over-discharge protection method according to claim 4 or 5, wherein: The vehicle further includes a conversion unit; The power battery is connected to the second end of the awakening unit through the conversion unit; The conversion unit is used to convert the voltage output by the power battery into a voltage within a voltage range that can be received by the wake-up unit.

7. The vehicle over-discharge protection method according to any one of claims 4 to 6, wherein: The battery management system further includes a diode; The first end of the awakening unit is connected to the first end of the hardware switch through the diode. The first end of the awakening unit is connected to the anode of the diode, and the cathode of the diode is connected to the first end of the hardware switch.

8. A vehicle over-discharge protection system, the vehicle comprising a power battery, a switch unit, a starting unit, and a battery management system; the switch unit is connected between the power battery and the starting unit, and when the switch unit is in an on state, the power battery supplies power to the starting unit; The starting unit is capable of starting the vehicle upon receiving an enable signal when powered; the battery management system is connected to the control terminal of the switch unit for controlling the switch unit to be turned on or off, and the battery management system is also connected to the power battery; The system comprises: A detection unit, used to detect the current power level of the power battery; A control unit, configured to disconnect the switch unit when the current power level is less than a first preset power level and greater than or equal to a second preset power level, and the switch unit is in an on state; turn on the switch unit if a hardware trigger signal is received when the current power level is less than the first preset power level and greater than or equal to the second preset power level, and the switch unit is in an off state; prohibit turning on the switch unit if the hardware trigger signal is received when the time the switch unit is in the off state is greater than or equal to a third preset time, or when the current power level is less than the second preset power level; wherein the second preset power level is less than the first preset power level; the difference between the first preset power level and the second preset power level is greater than the sum of the self-consumption power level and the conduction loss power level; the self-consumption power level is the power consumed by the power battery over the second preset time when the switch unit is in the off state, and the conduction loss power is the power consumed by the power battery over the first preset time when the switch unit is in the on state. 9 . A vehicle comprising the vehicle over-discharge protection system according to claim 8 .

10. A battery management system comprising: at least one processor; as well as, a memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the vehicle over-discharge protection method according to any one of claims 1 to 7. 11 . A computer-readable storage medium storing a computer program, wherein when the computer program is executed by a processor, the vehicle over-discharge protection method according to claim 1 is implemented.

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