A battery management control system and control method, and a vehicle

Abstract

The present application relates to a battery management control system and a control method, and a vehicle, and relates to the field of automobile technology. The battery management control system can meet the predictable demand when the driving module disconnects the high voltage, and improve the functional safety level of the driving module. The battery management control system includes: a main control chip, a power module, a driving module, a first control circuit, and a second control circuit; the input end of the power module is electrically connected to the first voltage end, and the first output end of the power module is electrically connected to the first power supply end of the main control chip; the monitoring end of the power module is electrically connected to the reset end of the main control chip; the output end of the driving module is electrically connected to the relay; the first end of the first control circuit is electrically connected to the control end of the main control chip, and the second end of the first control circuit is electrically connected to the enable end of the driving module; the first end of the second control circuit is electrically connected to the enable end of the driving module, the second end of the second control circuit is electrically connected to the first voltage end, and the third end of the second control circuit is electrically connected to the voltage input end of the driving module.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, in particular to the field of battery management system technology, and specifically to a battery management control system and control method, and a vehicle. Background Art

[0002] With the rapid development of new energy vehicles in recent years, the research on the combination of new energy vehicle industry and information technology in the field of autonomous driving technology has also been highly valued by related industries. For new energy vehicles, the increase of various electronic components inside and the addition of battery packs compared to traditional vehicles greatly increase the risk of systematic failure and random hardware failure. Therefore, the functional safety design of automobiles has gradually been put into the research and development process. In the automotive electronics industry, the international standard for functional safety design is ISO26262 (based on IEC61508 (Generic standard for Functional Safety of electr)). ISO26262 is the first functional safety standard applicable to road vehicles. Based on it, China issued the corresponding national standard GB / T34590 in 2017. The national standard GB / T34590 is defined as avoiding unreasonable risks caused by failures in electronic and electrical systems. That is, random hardware failures and systematic failures will not lead to incorrect functions of the safety system, thereby causing human injury and death.

[0003] Existing battery management and control systems need to have safety functions when managing battery charge / discharge, and they need to ensure functional safety when a fault occurs. In the design of existing battery management and control systems, for battery charge / discharge management, when the battery is overheated, overcharged, or over-discharged, the battery management and control system needs to send a signal to disconnect the relay by controlling the drive module, but when the battery management and control system fails, this safety function will fail. Failure of the safety function may cause the actuator to execute incorrectly, leading to dangerous situations. In addition, in the current battery management and control systems, there is little hardware-level functional safety design for the control and diagnosis of the drive module, and the functional safety level requirements for avoiding power interruptions and avoiding unexpected power interruptions are not considered. Summary of the invention

[0004] The present application provides a battery management control system and control method, and a vehicle, which can meet the predictable requirements when the drive module disconnects the high voltage, and improve the functional safety level of the drive module. The technical solution of the present application is as follows:

[0005] In the first aspect, the present application provides a battery management and control system, which includes: a main control chip, a power module, a drive module, a first control circuit and a second control circuit; the input end of the power module is electrically connected to the first voltage end, and the first output end of the power module is electrically connected to the first power supply end of the main control chip; the monitoring end of the power module is electrically connected to the reset end of the main control chip; the enable end of the drive module is electrically connected to the second output end FS1B of the power module; and the output end of the drive module is electrically connected to the relay.

[0006] The first end of the first control circuit is electrically connected to the control end of the main control chip, the second end of the first control circuit is electrically connected to the enable end of the driving module, and is also electrically connected to the second voltage end, and the third end of the first control circuit is electrically connected to the ground end; the first end of the second control circuit is electrically connected to the enable end of the driving module, and is also electrically connected to the second voltage end, the second end of the second control circuit is electrically connected to the first voltage end, and the third end of the second control circuit is electrically connected to the voltage input end of the driving module.

[0007] The main control chip is configured to output a power-on signal to the first control circuit, the first control circuit is configured to disconnect under the control of the power-on signal, the second control circuit is configured to turn on under the control of the second voltage signal at the second voltage end, and transmit the first voltage signal at the first voltage end to the driving module; the driving module is configured to work under the drive of the second voltage signal and the first voltage signal.

[0008] The power supply module is configured to receive the working status signal of the main control chip through the first control end. When the main control chip works abnormally, it outputs a power-off signal through the second output end with a delay of the first time period. The second control circuit is configured to shut down under the control of the power-off signal, and the driving module is configured to stop working under the control of the power-off signal.

[0009] According to the above technical means, some embodiments of the present application provide a battery management control system, which can turn on or off the first control circuit by sending a power-on or power-off signal to the first control circuit through the main control chip, so that the drive module can work or not work; and when the first control circuit is cut off, the second control circuit is turned on, so that the relay can be turned on to complete the work of supplying power to the battery pack. When the main control chip is abnormal, the power module resets the main control chip and controls the drive module to stop working in a delayed manner, ensuring the delay and predictability of the drive module disconnecting the output, and further improving the functional safety level of the drive module.

[0010] In a possible implementation, the first control circuit includes: a first transistor; the second control circuit includes: a second transistor, a third transistor and a first resistor; the control end of the first transistor is electrically connected to the first end of the control circuit, the first end of the first transistor is electrically connected to the second end of the control circuit, and the second end of the first transistor is electrically connected to the ground end; the control end of the second transistor is electrically connected to the second end of the first resistor, and is also electrically connected to the second end of the control circuit, the first end of the second transistor is electrically connected to the control end of the third transistor, and the second end of the second transistor is electrically connected to the ground end; the first end of the third transistor is electrically connected to the first voltage end, and the second end of the third transistor is electrically connected to the third end of the control circuit; the first end of the first resistor is electrically connected to the second voltage end.

[0011] According to the above technical means, in the present application, whether the driving module is turned on can be controlled by the first transistor, the second transistor and the third transistor.

[0012] In a possible implementation, the second control circuit further includes: a second resistor and a third resistor; the first end of the second resistor is electrically connected to the first end of the second transistor, the second end of the second resistor is electrically connected to the control end of the third transistor, and is also electrically connected to the second end of the third resistor; the first end of the third resistor is electrically connected to the first end of the third transistor.

[0013] According to the above technical means, the second resistor and the third resistor in the present application mainly play the role of current limiting.

[0014] In a possible implementation, the driving module further includes: a switching circuit, a communication circuit, a fourth transistor and a fifth transistor; the first end of the switching circuit is electrically connected to the enable end of the driving module, the second end of the switching circuit is electrically connected to the second end of the communication circuit, the third end of the switching circuit is electrically connected to the control end of the fourth transistor, and the fourth end of the switching circuit is electrically connected to the control end of the fifth transistor; the first end of the fourth transistor is electrically connected to the first control end of the driving module, and the second end of the fourth transistor is electrically connected to the high-side driving end of the relay; the second end of the fifth transistor is electrically connected to the second control end of the driving module, and the first end of the fifth transistor is electrically connected to the low-side driving end of the relay; the first end of the communication circuit is electrically connected to the communication end of the main control chip.

[0015] According to the above technical means, the enable end of the driving module in the present application works when it receives a high level, and the switch circuit sends a signal to turn on the fourth transistor and the fifth transistor, thereby turning on the relay.

[0016] In a possible implementation, the driving module further includes: a protection circuit; a first end of the protection circuit is electrically connected to the enable end of the driving module, and a second end of the protection circuit is electrically connected to the first end of the switch circuit.

[0017] According to the above technical means, the protection circuit in the present application mainly plays the role of current limiting and voltage dividing to prevent excessive current or voltage from damaging the drive module.

[0018] In a possible implementation, the battery management control system further includes: a driving status diagnostic module; a first end of the driving status diagnostic module is electrically connected to the detection end of the main control chip, and a second end of the driving status diagnostic module is electrically connected to the second control end of the driving module; the driving status diagnostic module is configured to collect the output voltage of the driving module.

[0019] According to the above technical means, the driving status diagnosis module in the present application is mainly used to detect the output voltage of the driving module and feed it back to the main control chip, and the main control chip determines whether the driving module is working normally.

[0020] In a possible implementation, the driving state diagnosis module includes: a sampling circuit, a comparator, a diode, a fourth resistor, a fifth resistor, a sixth resistor and a seventh resistor; the first end of the sampling circuit is electrically connected to the first end of the fourth resistor, and is also electrically connected to the second control end of the driving module, the second end of the sampling circuit is electrically connected to the second end of the fourth resistor, and is also electrically connected to the first end of the fifth resistor; the third end of the sampling circuit is electrically connected to the first input end of the comparator; the second input end of the comparator is electrically connected to the first end of the sixth resistor, and is also electrically connected to the first end of the seventh resistor, the second end of the sixth resistor is electrically connected to the ground end, and the second end of the seventh resistor is electrically connected to the second voltage end; the output end of the comparator is electrically connected to the positive electrode of the diode, and the negative electrode of the diode is electrically connected to the detection end of the main control chip.

[0021] According to the above technical means, in this application, the output voltage is obtained by sampling the fourth resistor and the fifth resistor, and the level is obtained by the comparator to determine whether the driving module is working normally. Generally, a high level means that the driving module is working normally, and a low level means that the driving module is abnormal.

[0022] In one possible implementation, the power module includes: a system base chip; a first end of the system base chip is electrically connected to an input end of the power module, a second end of the system base chip is electrically connected to a first output end of the power module, and a third end of the system base chip is electrically connected to a second end of the power module; a fourth end of the system base chip is electrically connected to a second output end of the power module; the system base chip can send a reset signal to the main control chip; the system base chip is configured to detect whether the output voltage of the main control chip is undervoltage, and if so, delay the first time to output the first signal to stop the driving module and reset the main control chip; if not, take no action.

[0023] According to the above technical means, the system basic chip in this application supplies power to the main control chip and monitors the working status of the main control chip.

[0024] In a possible embodiment, the power supply module also includes: a DC power conversion module and a voltage-stabilized power conversion module; the input end of the DC power conversion module is electrically connected to the first voltage end, the output end of the DC power conversion module is electrically connected to the second power supply end of the main control chip, and is also electrically connected to the second power supply end of the driving module; the input end of the voltage-stabilized power conversion module is electrically connected to the first voltage end, and the output end of the voltage-stabilized power conversion module is electrically connected to the third power supply end of the main control chip; the DC power conversion module is configured to power the main control chip and the driving module; the voltage-stabilized power conversion module is configured to power the main control chip.

[0025] According to the above technical means, the DC power conversion module and the voltage-stabilized power conversion module in the present application mainly provide power for other circuits in the battery management and control system.

[0026] In a possible implementation, the battery management control system further includes: a total current acquisition module; the output end of the total current acquisition module is electrically connected to the current acquisition end of the main control chip; the total current acquisition module includes: a first current acquisition module and a second current acquisition module;

[0027] The first current acquisition module includes: a bus interface circuit and a shunt; the shunt is electrically connected to the input end of the bus interface circuit, and the communication end of the bus interface circuit is electrically connected to the first current acquisition end of the main control chip; the shunt is configured to collect current in the circuit when the main control chip is running.

[0028] The second current acquisition module includes: an analog signal acquisition circuit and a Hall sensor; the Hall sensor is electrically connected to the input end of the analog signal acquisition circuit, and the output end of the analog signal acquisition circuit is electrically connected to the second current acquisition end of the main control chip; the Hall sensor is configured to collect the current in the circuit when the main control chip is running.

[0029] The main control chip is also configured to receive the current signal transmitted by the total current acquisition module and determine whether the current signal exceeds the expected current. If so, the control driving circuit stops working; if not, no action is taken.

[0030] According to the above technical means, the total current acquisition module in the present application is responsible for collecting the current in the circuit and transmitting the current signal to the main control chip. The main control chip determines the magnitude of the current and thus determines whether thermal runaway occurs.

[0031] In a possible implementation, the battery management control system further includes: a voltage and temperature acquisition module; the output end of the voltage and temperature acquisition module is electrically connected to the voltage and temperature acquisition end of the main control chip; the voltage and temperature acquisition module is configured to acquire the single cell voltage and temperature of the battery in the circuit in real time, and transmit the voltage signal and temperature signal to the main control chip.

[0032] The main control chip is also configured to receive the voltage signal and temperature signal transmitted by the voltage and temperature acquisition module and determine whether the voltage signal and temperature signal exceed the expected range. If so, the control driving circuit stops working; if not, no action is taken.

[0033] According to the above technical means, the voltage and temperature acquisition module in the present application is responsible for collecting the voltage and temperature in the circuit, and transmitting the voltage signal and temperature signal to the main control chip. The main control chip determines the size of the voltage and temperature, and thus determines whether thermal runaway occurs.

[0034] In a second aspect, the present application provides a control method for a battery management control system, which is applied to the above-mentioned battery management control system.

[0035] The main control chip outputs a power-on signal to the first control circuit, the first control circuit is disconnected, the second control circuit is turned on, and the drive module works.

[0036] The power module receives the working status signal of the main control chip and determines whether the main control chip is abnormal; if so, the power-off signal is output through the second output terminal for a delayed first period of time, the second control circuit is turned off, and the drive module stops working; if not, no action is taken.

[0037] In a possible implementation, the battery management control system further includes: a driving state diagnosis module; a first end of the driving state diagnosis module is electrically connected to the detection end of the main control chip, and a second end of the driving state diagnosis module is electrically connected to the second control end of the driving module.

[0038] The main control chip outputs a power-on signal to the first control circuit, the first control circuit is disconnected, and the second control circuit is turned on. The operation of the drive module includes: the drive status diagnostic module collects the output voltage of the drive module; the drive status diagnostic module outputs the level to the main control chip; the main control chip determines whether the level is a high level. If so, the drive module works normally; if not, the drive module is abnormal.

[0039] In a possible implementation, the battery management control system further includes: a total current acquisition module and a voltage and temperature acquisition module; the output end of the total current acquisition module is electrically connected to the current acquisition end of the main control chip; the output end of the voltage and temperature acquisition module is electrically connected to the voltage and temperature acquisition end of the main control chip.

[0040] The control method also includes:

[0041] The main control chip detects whether the circuit has thermal runaway. If so, the first control circuit is turned on, the second control circuit is turned off, and the drive module stops working; if not, the first control circuit is turned off, the second control circuit is turned on, and the drive module works normally.

[0042] The total current acquisition module acquires the current signal in the circuit and transmits it to the main control chip; the voltage and temperature acquisition module acquires the voltage signal and temperature signal of the single cell voltage and temperature of the battery in the circuit and transmits them to the main control chip.

[0043] The main control chip receives the current signal, voltage signal and temperature signal, and determines whether they exceed the preset range; if so, thermal runaway occurs; if not, thermal runaway does not occur.

[0044] In a third aspect, the present application provides a vehicle, comprising: the above-mentioned battery management control system.

[0045] Therefore, the above technical features of the present application have the following beneficial effects:

[0046] (1) The battery management control system in this application can meet the predictable requirements when the drive module disconnects the high voltage and improve the functional safety level of the drive module.

[0047] (2) The detection method in this application can detect thermal runaway, and then the main control chip can disconnect the drive module, thereby actively disconnecting the high voltage.

[0048] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] The drawings herein are incorporated into the specification and constitute a part of the specification, illustrate embodiments consistent with the present application, and together with the specification are used to explain the principles of the present application, and do not constitute an improper limitation on the present application.

[0050] Figure 1 is a structural block diagram of a battery management control system according to some embodiments;

[0051] Figure 2 is a specific circuit diagram of a battery management control system according to some embodiments;

[0052] Figure 3 is an overall structural block diagram of a battery management control system according to some embodiments;

[0053] Figure 4 is a flow chart showing a control method of a battery management control system according to some embodiments;

[0054] Figure 5 is a flow chart of another control method according to some embodiments;

[0055] Figure 6 is a flow chart of yet another control method according to some embodiments.

[0056] Figure 7 is a schematic diagram of a vehicle according to some embodiments. DETAILED DESCRIPTION

[0057] In order to enable ordinary persons in the art to better understand the technical solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings.

[0058] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the attached claims.

[0059] With the rapid development of new energy vehicles in recent years, the research on the combination of new energy vehicle industry and information technology in the field of autonomous driving technology has also been highly valued by related industries. For new energy vehicles, the increase of various electronic components inside and the addition of battery packs compared to traditional vehicles greatly increase the risk of systematic failure and random hardware failure. Therefore, the functional safety design of automobiles has gradually been put into the research and development process. In the automotive electronics industry, the international standard for functional safety design is ISO26262 (based on IEC61508 (Generic standard for Functional Safety of electr)). ISO26262 is the first functional safety standard applicable to road vehicles. Based on it, China issued the corresponding national standard GB / T34590 in 2017. The national standard GB / T34590 is defined as avoiding unreasonable risks caused by failures in electronic and electrical systems. That is, random hardware failures and systematic failures will not lead to incorrect functions of the safety system, thereby causing human injury and death.

[0060] Existing battery management and control systems need to have safety functions when managing battery charge / discharge, and they need to ensure functional safety when a fault occurs. In the design of existing battery management and control systems, for battery charge / discharge management, when the battery is overheated, overcharged, or over-discharged, the battery management and control system needs to send a signal to disconnect the relay by controlling the drive module, but when the battery management and control system fails, this safety function will fail. Failure of the safety function may cause the actuator to execute incorrectly, leading to dangerous situations. In addition, in the current battery management and control systems, there is little hardware-level functional safety design for the control and diagnosis of the drive module, and the functional safety level requirements for avoiding power interruptions and avoiding unexpected power interruptions are not considered.

[0061] For the whole vehicle system, the functional safety of the system is required to meet the needs of safe driving. In order to meet the needs of safe driving, it is required to increase the avoidance of thermal runaway and unexpected power interruption to C or above.

[0062] Based on this, the present application provides a battery management control system. Figure 1 As shown, the battery management control system 100 includes: a main control chip 1, a power module 2, a drive module 3, a first control circuit 4 and a second control circuit 5.

[0063] The input terminal 201 of the power module 2 is electrically connected to the first voltage terminal PWR_12V, and the first output terminal 202 of the power module 2 is electrically connected to the first power supply terminal ADC1 of the main control chip 1; the monitoring terminal 203 of the power module 2 is electrically connected to the reset terminal RESET of the main control chip 1; the enable terminal EN of the driving module 3 is electrically connected to the second output terminal FS1B of the power module 2; the output terminal 301 of the driving module 3 is electrically connected to the relay 150.

[0064] The relay 150 is disposed in the battery pack, that is, when the relay 150 is turned on, the battery pack can be charged and powered.

[0065] The first end 401 of the first control circuit 4 is electrically connected to the control end of the main control chip 1, the second end 402 of the first control circuit 4 is electrically connected to the enable end EN of the driving module 3, and is also electrically connected to the second voltage end 5V_VCC, and the third end of the first control circuit 4 is electrically connected to the ground end; the first end 501 of the second control circuit 5 is electrically connected to the enable end EN of the driving module 3, and is also electrically connected to the second voltage end 5V_VCC, the second end 502 of the second control circuit 5 is electrically connected to the first voltage end PWR_12V, and the third end 503 of the second control circuit 5 is electrically connected to the voltage input end 302 of the driving module 3.

[0066] The main control chip 1 is configured to output a power-on signal to the first control circuit 4, the first control circuit 4 is configured to be disconnected under the control of the power-on signal, the second control circuit 5 is configured to be turned on under the control of the second voltage signal of the second voltage terminal 5V_VCC, and the first voltage signal of the first voltage terminal PWR_12V is transmitted to the driving module 3; the driving module 3 is configured to work under the drive of the second voltage signal and the first voltage signal.

[0067] When the driving module needs to be powered off, the main control chip 1 is configured to output a power-off signal to the first control circuit 4.

[0068] The power supply module 2 is configured to receive the working status signal of the main control chip 1 through the first control end. When the main control chip 1 works abnormally, it outputs a power-off signal through the second output end after a first delay period. The second control circuit 5 is configured to shut down under the control of the power-off signal, and the driving module 3 is configured to stop working under the control of the power-off signal.

[0069] According to the above technical means, some embodiments of the present application provide a battery management control system, which can turn on or off the first control circuit by sending a power-on or power-off signal to the first control circuit through the main control chip, so that the drive module can work or not work; and when the first control circuit is cut off, the second control circuit is turned on, so that the relay can be turned on to complete the work of supplying power to the battery pack. When the main control chip is abnormal, the power module resets the main control chip and controls the drive module to stop working in a delayed manner, ensuring the delay and predictability of the drive module disconnecting the output. In other words, this expectation is predictable for the vehicle controller and for the application layer. It can be determined by losing communication whether the drive module is about to disconnect, making it predictable. The functional safety level of the drive module is further improved.

[0070] like Figure 2 As shown, in a possible implementation, the first control circuit 4 includes: a first transistor Q1; the second control circuit 5 includes: a second transistor Q2, a third transistor Q3 and a first resistor R1.

[0071] The control end of the first transistor Q1 is electrically connected to the first end of the control circuit, the first end of the first transistor Q1 is electrically connected to the second end of the control circuit, and the second end of the first transistor Q1 is electrically connected to the ground end.

[0072] The control end of the second transistor Q2 is electrically connected to the second end of the first resistor R1, and is also electrically connected to the second end of the control circuit. The first end of the second transistor Q2 is electrically connected to the control end of the third transistor Q3, and the second end of the second transistor Q2 is electrically connected to the ground end; the first end of the third transistor Q3 is electrically connected to the first voltage end PWR_12V, and the second end of the third transistor Q3 is electrically connected to the third end of the control circuit; the first end of the first resistor R1 is electrically connected to the second voltage end 5V_VCC.

[0073] In the present application, whether the driving module 3 is turned on can be controlled by the first transistor Q1 , the second transistor Q2 and the third transistor Q3 .

[0074] In some embodiments, the first transistor Q1 and the second transistor Q2 are NMOS transistors, which are generally turned on when the voltage level is high; the third transistor Q3 is a PMOS transistor, which is generally turned on when the voltage level is low.

[0075] In some embodiments, the control terminal of the first transistor Q1 refers to the gate of the MOS tube, the control terminal of the second transistor Q2 refers to the gate of the MOS tube, and the control terminal of the third transistor Q3 refers to the gate of the MOS tube.

[0076] Under normal circumstances, the main control chip 1 outputs a power-on signal to the first control circuit 4, and the first control circuit 4 is configured to be disconnected under the control of the power-on signal. That is to say, the control end of the first transistor Q1 receives the power-on signal transmitted by the main control chip 1, and the power-on signal is at a low level. At this time, the first transistor Q1 is cut off, and the second voltage end 5V_VCC supplies power to the enable end EN of the driving module 3, so that the driving module starts working.

[0077] And since the first transistor Q1 is cut off, the voltage of the second voltage terminal 5V_VCC can make the second transistor Q2 turn on at a high level. When the second transistor Q2 is turned on, the first end of the second transistor Q2 is connected to the second end. At this time, the first end of the second transistor is equivalent to grounding, that is, a low level; the control end of the third transistor Q3 is electrically connected to the first end of the second transistor Q2, so the control end of the third transistor Q3 is a low level, and the third transistor Q3 is turned on at a low level, so the first end of the third transistor Q3 is connected to the second end, and the first voltage signal of the first voltage terminal PWR_12V is transmitted to the drive module 3, and when the drive module 3 is turned on, the relay is powered.

[0078] The driving module being turned on means that the enable end of the driving module starts to work and is turned on when receiving a high level.

[0079] In an abnormal situation, it means that the main control chip is working abnormally. At this time, the main control chip 1 does not work and cannot output a signal. At this time, the control end of the first transistor Q1 is still at a low level and is in a cut-off state. When the power module 2 receives the working state signal of the main control chip through the first control end as an abnormal signal, it delays the first period of time to output a power-off signal through the second output end, and the power-off signal is at a low level.

[0080] Since the first transistor Q1 is turned off, the power-off signal will be transmitted to the enable terminal EN of the driving module, so that the driving module 3 stops working, and the driving module will not be turned on; and the power-off signal will also be transmitted to the control terminal of the second transistor Q2, so that the second transistor Q2 is turned off. When the second transistor Q2 is turned off, the third transistor Q3 will also be turned off, so that the first voltage signal of the first voltage terminal PWR_12V cannot be transmitted to the driving module 3, and the relay cannot be powered.

[0081] Among them, the power module outputs the power-off signal after the first delay period, which is equivalent to being expected. This expectation is predictable for the vehicle controller and the application layer. The loss of communication can be used to determine whether the drive module is about to be disconnected, making it predictable.

[0082] It should be noted that the abnormal situation generally refers to the power module detecting output over-voltage or under-voltage or detecting a fault in the main control chip causing a reset, and then the power-off signal is output through the second output terminal for a delayed first period of time. The delay method is used to meet predictable needs.

[0083] like Figure 2 As shown, in a possible implementation, the second control circuit 5 also includes: a second resistor R2 and a third resistor R3; the first end of the second resistor R2 is electrically connected to the first end of the second transistor Q2, the second end of the second resistor R2 is electrically connected to the control end of the third transistor Q3, and is also electrically connected to the second end of the third resistor R3; the first end of the third resistor R3 is electrically connected to the first end of the third transistor Q3.

[0084] When the second transistor Q2 is turned on, the second resistor R2 and the third resistor R3 divide the voltage of the first voltage terminal PWR_12V, thereby turning on the third transistor Q3.

[0085] like Figure 2As shown, the driving module 3 also includes: a switching circuit 31, a communication circuit 32, a fourth transistor Q4 and a fifth transistor Q5; the first end of the switching circuit 31 is electrically connected to the enable end EN of the driving module 3, the second end of the switching circuit 31 is electrically connected to the second end of the communication circuit 32, the third end of the switching circuit 31 is electrically connected to the control end of the fourth transistor Q4, and the fourth end of the switching circuit 31 is electrically connected to the control end of the fifth transistor Q5; the first end of the fourth transistor Q4 is electrically connected to the first control end of the driving module 3, and the second end of the fourth transistor Q4 is electrically connected to the high-side driving end of the relay; the second end of the fifth transistor Q5 is electrically connected to the second control end of the driving module 3, and the first end of the fifth transistor Q5 is electrically connected to the low-side driving end of the relay; the first end of the communication circuit 32 is electrically connected to the communication end of the main control chip 1.

[0086] In the present application, the enable terminal EN of the driving module 3 works when it receives a high level, and the switch circuit 31 sends a signal to turn on the fourth transistor Q4 and the fifth transistor Q5, so that the relay 150 is normally turned on.

[0087] That is to say, under normal circumstances, the main control chip 1 outputs a power-on signal to the first control circuit 4, and the first control circuit 4 is configured to be disconnected under the control of the power-on signal. The control end of the first transistor Q1 receives the power-on signal transmitted by the main control chip 1, and the power-on signal is at a low level. At this time, the first transistor Q1 is turned off, and the second voltage end 5V_VCC supplies power to the enable end EN of the driving module 3, so that the driving module starts to work. Then, after the switch circuit works, it will send a signal to turn on the fourth transistor Q4 and the fifth transistor Q5.

[0088] And since the first transistor Q1 is cut off, the voltage of the second voltage terminal 5V_VCC can make the second transistor Q2 turn on at a high level. When the second transistor Q2 is turned on, the first end of the second transistor Q2 is connected to the second end. At this time, the first end of the second transistor is equivalent to grounding, that is, a low level; the control end of the third transistor Q3 is electrically connected to the first end of the second transistor Q2, so the control end of the third transistor Q3 is a low level, and the third transistor Q3 is turned on at a low level, so the first end of the third transistor Q3 is connected to the second end, and the first voltage signal of the first voltage terminal PWR_12V is transmitted to the drive module 3. Since the fourth transistor Q4 and the fifth transistor Q5 are already turned on, the relay 150 is turned on normally.

[0089] In an abnormal situation, it means that the main control chip is working abnormally. At this time, the main control chip 1 does not work and cannot output a signal. At this time, the control end of the first transistor Q1 is still at a low level and is in a cut-off state. When the power module 2 receives the working state signal of the main control chip through the first control end as an abnormal signal, it delays the first period of time to output a power-off signal through the second output end, and the power-off signal is at a low level.

[0090] Since the first transistor Q1 is turned off, the power-off signal is transmitted to the enable terminal EN of the driving module, so that the driving module 3 stops working, and the driving module will not be turned on; that is, the fourth transistor Q4 and the fifth transistor Q5 are in the off state.

[0091] In addition, the power-off signal will also be transmitted to the control end of the second transistor Q2, so that the second transistor Q2 is turned off. When the second transistor Q2 is turned off, the third transistor Q3 will also be turned off, so that the first voltage signal of the first voltage end PWR_12V cannot be transmitted to the driving module 3, and the relay cannot be powered, and the relay cannot be turned on.

[0092] like Figure 2 As shown, the driving module 3 further includes: a protection circuit 33 .

[0093] A first end of the protection circuit 33 is electrically connected to the enable end EN of the driving module 3 , and a second end of the protection circuit 33 is electrically connected to a first end of the switch circuit 31 .

[0094] Among them, the protection circuit in the present application mainly plays the role of current limiting and voltage dividing to prevent the driving module 3 from being damaged by excessive current or voltage.

[0095] like Figure 2 As shown, the battery management control system 100 also includes: a driving state diagnosis module 6; a first end of the driving state diagnosis module 6 is electrically connected to the detection end of the main control chip 1, and a second end of the driving state diagnosis module 6 is electrically connected to the second control end of the driving module 3; the driving state diagnosis module 6 is configured to collect the output voltage of the driving module 3.

[0096] In the present application, the driving state diagnosis module is mainly used to detect the output voltage of the driving module 3 and feed it back to the main control chip 1, and the main control chip 1 determines whether the driving module 3 is working normally.

[0097] In a possible implementation, the driving state diagnosis module 6 includes: a sampling circuit 61 , a comparator 62 , a diode D1 , a fourth resistor R4 , a fifth resistor R5 , a sixth resistor R6 , and a seventh resistor R7 .

[0098] A first end of the sampling circuit 61 is electrically connected to a first end of the fourth resistor R4, and is also electrically connected to a second control end of the driving module 3; a second end of the sampling circuit 61 is electrically connected to a second end of the fourth resistor R4, and is also electrically connected to a first end of the fifth resistor R5; a third end of the sampling circuit 61 is electrically connected to a first input end of the comparator 62.

[0099] The second input terminal of the comparator 62 is electrically connected to the first end of the sixth resistor R6, and is also electrically connected to the first end of the seventh resistor R7. The second end of the sixth resistor R6 is electrically connected to the ground terminal, and the second end of the seventh resistor R7 is electrically connected to the second voltage terminal 5V_VCC; the output terminal of the comparator 62 is electrically connected to the positive electrode of the diode D1, and the negative electrode of the diode D1 is electrically connected to the detection end of the main control chip 1.

[0100] According to the above technical means, in the present application, the output voltage is obtained by sampling the fourth resistor R4 and the fifth resistor R5, and the level is obtained by the comparator to determine whether the driving module 3 is working normally. Generally, a high level means that the driving module 3 is working normally, and a low level means that the driving module 3 is abnormal.

[0101] like Figure 3 , the power module 2 includes: a system basis chip SBC.

[0102] A first end of the system basis chip SBC is electrically connected to the input end of the power module 2, a second end of the system basis chip SBC is electrically connected to the first output end of the power module 2, a third end of the system basis chip SBC is electrically connected to the second end of the power module 2; a fourth end of the system basis chip SBC is electrically connected to the second output end of the power module 2; the system basis chip SBC can send a reset signal to the main control chip 1.

[0103] The system basic chip SBC is configured to detect whether the output voltage of the main control chip 1 is undervoltage. If so, it delays the first time to output the first signal to stop the driving module 3 and reset the main control chip 1; if not, it does nothing.

[0104] According to the above technical means, the system basic chip SBC in the present application supplies power to the main control chip 1 and monitors the working status of the main control chip 1.

[0105] like Figure 3As shown, in a possible implementation, the power supply module 2 also includes: a DC power conversion module DC-DC and a voltage-stabilized power conversion module LDO; the input end of the DC power conversion module is electrically connected to the first voltage end PWR_12V, the output end of the DC power conversion module is electrically connected to the second power supply end of the main control chip 1, and is also electrically connected to the second power supply end of the driving module 3; the input end of the voltage-stabilized power conversion module is electrically connected to the first voltage end PWR_12V, and the output end of the voltage-stabilized power conversion module is electrically connected to the third power supply end of the main control chip 1; the DC power conversion module is configured to power the main control chip 1 and the driving module 3; the voltage-stabilized power conversion module is configured to power the main control chip 1.

[0106] Since there are many functions in the whole circuit, and the voltage required for each function is different, different power modules are needed to power them. In this application, the DC power conversion module and the voltage-stabilized power conversion module are mainly used to power other circuits in the battery management control system.

[0107] In a possible implementation, the battery management control system 100 further includes: a total current acquisition module 7; the output end of the total current acquisition module 7 is electrically connected to the current acquisition end of the main control chip 1; the total current acquisition module 7 includes: a first current acquisition module 71 and a second current acquisition module 72.

[0108] The first current acquisition module 71 includes: a bus interface circuit and a shunt; the shunt is electrically connected to the input end of the bus interface circuit, and the communication end of the bus interface circuit is electrically connected to the first current acquisition end of the main control chip 1; the shunt is configured to collect the current in the circuit when the main control chip 1 is running.

[0109] The second current acquisition module 72 includes: an analog signal acquisition circuit and a Hall sensor; the Hall sensor is electrically connected to the input end of the analog signal acquisition circuit, and the output end of the analog signal acquisition circuit is electrically connected to the second current acquisition end of the main control chip 1; the Hall sensor is configured to collect the current in the circuit when the main control chip 1 is running.

[0110] The main control chip 1 is also configured to receive the current signal transmitted by the total current acquisition module and determine whether the current signal exceeds the expected current. If so, the driving circuit is controlled to stop working; if not, no action is taken.

[0111] In the present application, the total current acquisition module is responsible for collecting the current in the circuit and transmitting the current signal to the main control chip 1. The main control chip 1 determines the magnitude of the current and thus determines whether thermal runaway occurs.

[0112] In a possible implementation, the battery management and control system 100 further includes: a voltage and temperature acquisition module 8 ; an output end of the voltage and temperature acquisition module is electrically connected to a voltage and temperature acquisition end of the main control chip 1 .

[0113] The voltage and temperature acquisition module 8 is configured to acquire the single cell voltage and temperature of the battery in the circuit in real time, and transmit the voltage signal and the temperature signal to the main control chip 1 .

[0114] The main control chip 1 is also configured to receive the voltage signal and temperature signal transmitted by the voltage and temperature acquisition module and determine whether the voltage signal and temperature signal exceed the expected range. If so, the control driving circuit stops working; if not, no action is taken.

[0115] According to the above technical means, the voltage and temperature acquisition module in the present application is responsible for collecting the voltage and temperature in the circuit, and transmitting the voltage signal and temperature signal to the main control chip 1. The main control chip 1 determines the size of the voltage and temperature, and thus determines whether thermal runaway occurs.

[0116] In some embodiments, the main control chip 1 in the battery management control system 100 is connected to the vehicle controller through the vehicle bus interface module. The system basic chip SBC supplies power to the vehicle bus interface module, and the first voltage terminal PWR_12V also supplies power to the vehicle bus interface module; at the same time, the DC power conversion module DC-DC also supplies power to the vehicle bus interface module.

[0117] It should be noted that Figure 3 The power supply 1, power supply 2 and power supply 3 in the figure refer to the power supply voltages of different power modules for other circuits. For example, power supply 1 is provided by the DC power conversion module DC-DC, power supply 2 is provided by the voltage-stabilized power conversion module LDO, and power supply 3 is provided by the total voltage acquisition chip.

[0118] In a second aspect, the present application provides a control method for a battery management control system, which is applied to the above-mentioned battery management control system.

[0119] The control method is as follows: the main control chip 1 outputs a power-on signal to the first control circuit 4, the first control circuit 4 is disconnected, the second control circuit 5 is turned on, and the drive module 3 works. The power module 2 receives the working status signal of the main control chip 1 and determines whether the main control chip 1 is abnormal; if so, the power module 2 outputs a power-off signal through the second output terminal for a first time period, the second control circuit 5 is turned off, and the drive module 3 stops working; if not, no action is taken.

[0120] In a possible implementation, the main control chip 1 outputs a power-on signal to the first control circuit 4, the first control circuit 4 is disconnected, and the second control circuit 5 is turned on. The operation of the driving module 3 includes: the driving status diagnostic module collects the output voltage of the driving module 3; the driving status diagnostic module outputs the level to the main control chip 1; the main control chip 1 determines whether the level is a high level, if so, the driving module 3 works normally; if not, the driving module 3 is abnormal.

[0121] The control method also includes: the main control chip 1 detects whether the circuit has thermal runaway. If so, the first control circuit 4 is turned on, the second control circuit 5 is turned off, and the drive module 3 stops working; if not, the first control circuit 4 is turned off, the second control circuit 5 is turned on, and the drive module 3 works normally.

[0122] The total current acquisition module acquires the current signal in the circuit and transmits it to the main control chip 1 ; the voltage and temperature acquisition module acquires the voltage signal and temperature signal of the single cell voltage and temperature of the battery in the circuit and transmits them to the main control chip 1 .

[0123] The main control chip 1 receives the current signal, the voltage signal and the temperature signal, and determines whether they exceed a preset range; if so, thermal runaway occurs; if not, thermal runaway does not occur.

[0124] like Figure 4 As shown, the specific control method is as follows:

[0125] S101. Power on the battery management control system.

[0126] S102, the main control chip controls the driving module to work.

[0127] The main control chip outputs a power-on signal to turn off the first transistor. At the same time, the high-level signal transmitted by the second voltage terminal causes the driving module to work and the second transistor and the third transistor to turn on.

[0128] S103, the drive module controls the relay to close.

[0129] After receiving the high level, the driving module turns on the fourth transistor and the fifth transistor.

[0130] S104, sampling the output status of the driving module.

[0131] The sampling circuit collects the output voltage of the driving module to determine whether the driving module is working normally.

[0132] S105: Whether the comparator outputs a high level.

[0133] If yes, go to step S106, otherwise go to step S107. If the comparator outputs a high level, it means the driving module works normally, and if the comparator outputs a low level, it means the driving module works abnormally.

[0134] S106. The drive module operates normally.

[0135] S107, the main control chip reports that the drive module is abnormal.

[0136] S108, relay cannot supply high voltage.

[0137] If the driving module is abnormal, the fourth transistor and the fifth transistor cannot be turned on, and thus the relay cannot be turned on.

[0138] like Figure 5 As shown, the specific control method is as follows:

[0139] S201, the drive module operates normally.

[0140] The normal operation of the driver module is based on Figure 4 On this basis, the driver module has been detected.

[0141] S202, SBC detects that the main control chip is abnormal.

[0142] S203, SBC pulls down the reset terminal of the main control chip and resets the main control chip.

[0143] If the main control chip is abnormal, it will not work, and the abnormal problem can be solved by resetting it.

[0144] S204 , the main control chip keeps the first transistor Q1 turned off.

[0145] S205 and SBC delay to pull down FS1B.

[0146] S206 , the second transistor Q2 is turned off.

[0147] The second transistor is turned off when receiving a low level signal.

[0148] S207 , the third transistor Q3 is turned off.

[0149] The third transistor is turned off when receiving a high level signal.

[0150] S208, the relay disconnects the high-side voltage.

[0151] The signal at the first voltage end cannot be transmitted to the drive module, and the relay will not be turned on.

[0152] S209, relay disconnected.

[0153] S210, pull down the enable terminal of the driving module.

[0154] The driver module receives a low-level signal and cannot work normally.

[0155] S211, the drive module stops working.

[0156] Among them, S203 and S205 are performed simultaneously, and S206 and S210 are performed simultaneously.

[0157] like Figure 6 As shown, the specific control method is as follows:

[0158] S301, the drive module operates normally.

[0159] The normal operation of the driver module is based on Figure 4 On this basis, the driver module has been detected.

[0160] S302: The main control chip detects thermal runaway.

[0161] This indicates that the circuit temperature is high at this time and continuing to work will cause safety problems, so the relay needs to be disconnected.

[0162] S303 , the main control chip controls the first transistor Q1 to turn on.

[0163] The main control signal can output a high level signal to the first transistor, so that the first transistor is turned on.

[0164] S304 , the second transistor Q2 is turned off.

[0165] Since the first transistor Q1 is turned on, the first end of the first transistor Q1 is grounded, that is, the first end of the first transistor Q1 is at a low level, and the first end of the first transistor Q1 is electrically connected to the control end of the second transistor, so the second transistor Q2 receives the low level and is turned off.

[0166] S305 , the third transistor Q3 is turned off.

[0167] The second transistor Q2 is turned off when receiving a low level, and the control end of the third transistor can only receive the voltage divided by the first voltage end, and thus is turned off.

[0168] S306, the relay disconnects the high-side voltage.

[0169] The voltage at the first voltage terminal cannot be transmitted to the drive module, so that the relay cannot be powered and is disconnected.

[0170] S307, the relay is disconnected.

[0171] S308 , pull down the enable terminal of the driving module.

[0172] The first end of the first transistor Q1 is at a low level, and the first end of the first transistor Q1 is electrically connected to the enable end of the driving module. The driving module cannot work normally when receiving the low level.

[0173] S309: The driving module stops working.

[0174] Among them, S304 and S308 are performed simultaneously.

[0175] like Figure 7 As shown, the present application provides a vehicle, the vehicle 200 includes: the above-mentioned battery management control system 100.

[0176] In summary, some embodiments of the present application provide a vehicle having a high functional safety level, which meets market demand and can be further promoted.

[0177] The above are only specific implementations of the present application, but the protection scope of the present application is not limited thereto, and any changes or substitutions within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A battery management control system, characterized in that: The battery management control system comprises: Main control chip; A power supply module, wherein an input terminal of the power supply module is electrically connected to a first voltage terminal, a first output terminal of the power supply module is electrically connected to a first power supply terminal of the main control chip; a monitoring terminal of the power supply module is electrically connected to a reset terminal of the main control chip; A driving module, wherein an enabling terminal of the driving module is electrically connected to the second output terminal of the power module; and an output terminal of the driving module is electrically connected to a relay; a first control circuit, wherein a first end of the first control circuit is electrically connected to a control end of the main control chip, a second end of the first control circuit is electrically connected to an enable end of the driving module and is also electrically connected to a second voltage end, and a third end of the first control circuit is electrically connected to a ground end; a second control circuit, wherein a first terminal of the second control circuit is electrically connected to the enable terminal of the driving module and is also electrically connected to the second voltage terminal, a second terminal of the second control circuit is electrically connected to the first voltage terminal, and a third terminal of the second control circuit is electrically connected to the voltage input terminal of the driving module; The main control chip is configured to output a power-on signal to the first control circuit, the first control circuit is configured to be disconnected under the control of the power-on signal, and the second control circuit is configured to be turned on under the control of the second voltage signal of the second voltage terminal, and transmit the first voltage signal of the first voltage terminal to the driving module; the driving module is configured to work under the drive of the second voltage signal and the first voltage signal; The power supply module is configured to receive the working status signal of the main control chip through the first control end. When the main control chip works abnormally, the power supply module is configured to output a power-off signal through the second output end after a first time period delay. The second control circuit is configured to be shut down under the control of the power-off signal, and the driving module is configured to stop working under the control of the power-off signal.

2. The battery management control system according to claim 1, characterized in that: The first control circuit includes: a first transistor; the second control circuit includes: a second transistor, a third transistor and a first resistor; The control terminal of the first transistor is electrically connected to the first terminal of the control circuit, the first terminal of the first transistor is electrically connected to the second terminal of the control circuit, and the second terminal of the first transistor is electrically connected to the ground terminal; The control end of the second transistor is electrically connected to the second end of the first resistor and is also electrically connected to the second end of the control circuit, the first end of the second transistor is electrically connected to the control end of the third transistor, and the second end of the second transistor is electrically connected to the ground end; The first terminal of the third transistor is electrically connected to the first voltage terminal, and the second terminal of the third transistor is electrically connected to the third terminal of the control circuit; The first end of the first resistor is electrically connected to the second voltage end.

3. The battery management control system according to claim 2, characterized in that: The second control circuit further includes: a second resistor and a third resistor; The first end of the second resistor is electrically connected to the first end of the second transistor, the second end of the second resistor is electrically connected to the control end of the third transistor, and is also electrically connected to the second end of the third resistor; The first end of the third resistor is electrically connected to the first end of the third transistor.

4. The battery management control system according to claim 1, characterized in that: The driving module further includes: a switch circuit, a communication circuit, a fourth transistor and a fifth transistor; The first end of the switch circuit is electrically connected to the enable end of the driving module, the second end of the switch circuit is electrically connected to the second end of the communication circuit, the third end of the switch circuit is electrically connected to the control end of the fourth transistor, and the fourth end of the switch circuit is electrically connected to the control end of the fifth transistor; The first end of the fourth transistor is electrically connected to the first control end of the driving module, and the second end of the fourth transistor is electrically connected to the high-side driving end of the relay; the second end of the fifth transistor is electrically connected to the second control end of the driving module, and the first end of the fifth transistor is electrically connected to the low-side driving end of the relay; The first end of the communication circuit is electrically connected to the communication end of the main control chip.

5. The battery management control system according to claim 4, characterized in that: The driving module further includes: a protection circuit; The first end of the protection circuit is electrically connected to the enable end of the driving module, and the second end of the protection circuit is electrically connected to the first end of the switch circuit.

6. The battery management control system according to claim 1, characterized in that: The battery management control system further includes: a driving state diagnosis module; The first end of the driving state diagnosis module is electrically connected to the detection end of the main control chip, and the second end of the driving state diagnosis module is electrically connected to the second control end of the driving module; The driving status diagnosis module is configured to collect the output voltage of the driving module.

7. The battery management control system according to claim 6, characterized in that: The driving state diagnosis module includes: a sampling circuit, a comparator, a diode, a fourth resistor, a fifth resistor, a sixth resistor and a seventh resistor; The first end of the sampling circuit is electrically connected to the first end of the fourth resistor, and is also electrically connected to the second control end of the driving module; the second end of the sampling circuit is electrically connected to the second end of the fourth resistor, and is also electrically connected to the first end of the fifth resistor; the third end of the sampling circuit is electrically connected to the first input end of the comparator; The second input terminal of the comparator is electrically connected to the first end of the sixth resistor, and is also electrically connected to the first end of the seventh resistor. The second end of the sixth resistor is electrically connected to the ground terminal, and the second end of the seventh resistor is electrically connected to the second voltage terminal; the output terminal of the comparator is electrically connected to the positive electrode of the diode, and the negative electrode of the diode is electrically connected to the detection terminal of the main control chip.

8. The battery management control system according to claim 1, characterized in that: The power module includes: a system basis chip; A first end of the system basis chip is electrically connected to an input end of the power module, a second end of the system basis chip is electrically connected to a first output end of the power module, a third end of the system basis chip is electrically connected to a second end of the power module; and a fourth end of the system basis chip is electrically connected to a second output end of the power module. The system basic chip can send a reset signal to the main control chip; The system basic chip is configured to detect whether the output voltage of the main control chip is undervoltage. If so, it delays the first time to output the first signal to stop the driving module and reset the main control chip; if not, it does nothing.

9. The battery management control system according to claim 8, characterized in that: The power supply module also includes: a DC power supply conversion module and a voltage-stabilized power supply conversion module; The input end of the DC power conversion module is electrically connected to the first voltage end, the output end of the DC power conversion module is electrically connected to the second power supply end of the main control chip, and is also electrically connected to the second power supply end of the driving module; The input end of the voltage-stabilized power conversion module is electrically connected to the first voltage end, and the output end of the voltage-stabilized power conversion module is electrically connected to the third power supply end of the main control chip; The DC power conversion module is configured to supply power to the main control chip and the driving module; the regulated power conversion module is configured to supply power to the main control chip.

10. The battery management control system according to claim 1, characterized in that: The battery management control system further includes: a total current acquisition module; the output end of the total current acquisition module is electrically connected to the current acquisition end of the main control chip; the total current acquisition module includes: a first current acquisition module and a second current acquisition module; The first current acquisition module includes: a bus interface circuit and a shunt; the shunt is electrically connected to the input end of the bus interface circuit, and the communication end of the bus interface circuit is electrically connected to the first current acquisition end of the main control chip; The current divider is configured to collect the current in the circuit when the main control chip is running; The second current acquisition module includes: an analog signal acquisition circuit and a Hall sensor; the Hall sensor is electrically connected to the input end of the analog signal acquisition circuit, and the output end of the analog signal acquisition circuit is electrically connected to the second current acquisition end of the main control chip; The Hall sensor is configured to collect current in the circuit when the main control chip is running; The main control chip is also configured to receive the current signal transmitted by the total current acquisition module and determine whether the current signal exceeds the expected current. If so, the driving circuit is controlled to stop working; if not, no action is taken.

11. The battery management control system according to claim 1, characterized in that: The battery management control system further comprises: a voltage and temperature acquisition module; the output end of the voltage and temperature acquisition module is electrically connected to the voltage and temperature acquisition end of the main control chip; The voltage and temperature acquisition module is configured to acquire the single cell voltage and temperature of the battery in the circuit in real time, and transmit the voltage signal and the temperature signal to the main control chip; The main control chip is also configured to receive the voltage signal and temperature signal transmitted by the voltage and temperature acquisition module and determine whether the voltage signal and temperature signal exceed the expected range. If so, the control driving circuit stops working; if not, no action is taken.

12. A control method for a battery management control system, characterized in that: A battery management control system applied to any one of claims 1 to 11; The main control chip outputs a power-on signal to the first control circuit, the first control circuit is disconnected, the second control circuit is turned on, and the driving module works; The power supply module receives the working status signal of the main control chip and determines whether the main control chip is abnormal; if so, the power supply module outputs a power-off signal through the second output terminal for a delayed first period of time, the second control circuit is turned off, and the drive module stops working; if not, no action is taken.

13. The control method of the battery management control system according to claim 12, characterized in that: The battery management control system further includes: a driving state diagnosis module; a first end of the driving state diagnosis module is electrically connected to the detection end of the main control chip, and a second end of the driving state diagnosis module is electrically connected to the second control end of the driving module; The main control chip outputs a power-on signal to the first control circuit, the first control circuit is disconnected, and the second control circuit is turned on. The operation of the driving module includes: The driving state diagnosis module collects the output voltage of the driving module; The driving state diagnosis module outputs the electrical level to the main control chip; The main control chip determines whether the level is a high level. If so, the driving module works normally; if not, the driving module is abnormal.

14. The control method of the battery management control system according to claim 12, characterized in that: The battery management control system further includes: a total current acquisition module and a voltage and temperature acquisition module; the output end of the total current acquisition module is electrically connected to the current acquisition end of the main control chip; the output end of the voltage and temperature acquisition module is electrically connected to the voltage and temperature acquisition end of the main control chip; The control method further comprises: The main control chip detects whether the circuit has thermal runaway. If so, the first control circuit is turned on, the second control circuit is turned off, and the drive module stops working; if not, the first control circuit is turned off, the second control circuit is turned on, and the drive module works normally; The total current acquisition module acquires the current signal in the circuit and transmits it to the main control chip; the voltage and temperature acquisition module acquires the voltage signal and temperature signal of the single cell voltage and temperature of the battery in the circuit and transmits them to the main control chip; The main control chip receives the current signal, the voltage signal and the temperature signal, and determines whether they exceed a preset range; if so, thermal runaway occurs; if not, thermal runaway does not occur.

15. A vehicle, characterized in that: The invention comprises the battery management control system according to any one of claims 1 to 11.

Images