Control system and method of vehicle battery

Abstract

The invention provides a vehicle battery control system and method, the control system comprises a plurality of battery monitoring units and a main control unit, the battery monitoring units are respectively connected with a plurality of battery core modules of an electric vehicle, each battery monitoring unit is provided with a wake-up power supply input end, a wake-up power supply output end and a communication transmit-receive interface, the wakeup power supply output end of a jth battery monitoring unit in the battery monitoring units is connected with the wakeup power supply input end of a (j + 1) th battery monitoring unit, the main control unit is provided with a wakeup power supply output end and a communication transceiving interface, and the wakeup power supply output end of the main control unit is connected with the wakeup power supply input end of a first battery monitoring unit. The communication transceiving interface of the main control unit is connected with the communication transceiving interfaces of the battery monitoring units through a communication busbar.

Description

Technical Field

[0001] The present invention relates to a battery control system and method, particularly to a control system and method for vehicle batteries. Background Art

[0002] Electric vehicles use battery pack as the main power source. An electric vehicle can be equipped with multiple battery packs. To control, monitor, and manage these multiple battery packs, please refer to Figure 5 , each battery pack 60 is connected to a battery management unit (BMU). And the battery management unit normally receives the operating voltage stepped down from the battery pack 60. Therefore, these multiple battery packs 60 are respectively connected to multiple battery management units, which are respectively defined as a first battery management unit (hereinafter referred to as the first BMU 71), a second battery management unit (hereinafter referred to as the second BMU 72), … and an Mth battery management unit (hereinafter referred to as the Mth BMU 7M), where M is a positive integer. Each of these battery management units has a first communication connection part 701 and a second communication connection part 702.

[0003] An electric vehicle can be provided with a main control unit 80. The main control unit 80 has a communication connection part 81. The communication connection part 81 of the main control unit 80 is connected to the first communication connection part 701 of the first BMU 71 through a communication line CL. The first communication connection part 701 of the second BMU 72 is connected to the second communication connection part 702 of the first BMU 71 through another communication line CL. And so on, the first communication connection part 701 of the Mth BMU 7M is connected to the second communication connection part 702 of an (M - 1)th BMU through other communication lines CL, forming a single series communication path.

[0004] The main control unit 80 serves as the computing core of a battery management system (BMS) to monitor and manage these multiple battery packs 60 through the first to the Mth BMUs 71 - 7M. However, as described above, the series communication path has disadvantages in the application of electric vehicles, which are illustrated as follows.

[0005] When the electric vehicle is powered on, first, the main control unit 80 outputs a wake-up instruction to the first BMU 71 to wake up the first BMU 71, and then the first BMU 71 outputs another wake-up instruction to the second BMU 72 to wake up the second BMU 72, and so on, until the Mth BMU 7M is woken up. Similarly, when the electric vehicle is powered off, first, the main control unit 80 outputs a shutdown instruction to the first BMU 71 to shut down the first BMU 71, and then the first BMU 71 outputs another shutdown instruction to the second BMU 72 to shut down the second BMU 72, and so on, until the Mth BMU 7M is shut down. Among them, the wake-up instruction and the shutdown instruction are transmitted in the serial communication path.

[0006] After the first to the Mth BMU 71~7M are woken up due to the power-on of the electric vehicle, the analog front-end integrated circuit chips (AFE ICs) of the first to the Mth BMU 71~7M can communicate with each other through the serial communication path to assign identification codes (IDs) to each other, and the identification codes of the first to the Mth BMU 71~7M are not repeated with each other. When the electric vehicle is running, the first to the Mth BMU 71~7M combine their respective identification codes with the battery states of the battery cell modules 60 they read and send them back to the main control unit 80 through the serial communication path. When the electric vehicle is powered off, the first to the Mth BMU 71~7M do not store the identification codes, and these identification codes will disappear after power-off. When the electric vehicle is powered on again, the main control unit 80 and the first to the Mth BMU 71~7M re-perform the aforementioned wake-up and identification code assignment processes.

[0007] It can be seen that the main control unit 80 and the first to the Mth BMU 71~7M transmit wake-up instructions or shutdown instructions one by one in the serial communication path, and each battery monitoring unit has its own data processing time for executing wake-up instructions or shutdown instructions, so there is a problem of delay, resulting in that every time the electric vehicle is powered on or off, the first to the Mth BMU 71~7M need to spend a considerable amount of time on the aforementioned wake-up process or shutdown process.

[0008] On the other hand, when the electric vehicle is running, if at least two of the battery monitoring units have abnormal communication and go offline, the main control unit 80 cannot determine the exact locations of each abnormal battery monitoring unit. For example, there are ten battery monitoring units, and the fourth and seventh battery monitoring units have abnormal communication and go offline, while the other battery monitoring units are operating normally. In this way, the original series communication path is interrupted at the fourth battery monitoring unit with abnormal communication and offline. The main control unit 80 receives data from the first to the third battery monitoring units and does not receive data from the fourth to the tenth battery monitoring units, resulting in the main control unit 80 being able to only judge that at least one of the fourth to the tenth battery monitoring units may have abnormal communication and offline, but unable to clearly determine which one has abnormal communication and offline.

[0009] Continuing with the previous example, when the electric vehicle shuts down, only the first to the third battery monitoring units can receive the shutdown command and shut down to control the battery cell modules 60 they are connected to stop discharging. However, the fourth battery monitoring unit with abnormal communication and offline cannot transmit the shutdown command backward, and the fourth to the tenth battery monitoring units remain powered on because they do not receive the shutdown command, resulting in the battery cell modules 60 connected to the fourth to the tenth battery monitoring units still consuming power when the electric vehicle shuts down, leading to damage. Summary of the Invention

[0010] [Problems to be Solved]

[0011] In view of this, the main object of the present invention is to provide a control system and method for vehicle batteries, in order to overcome the shortcomings of the single series communication path formed by the main control unit and multiple battery monitoring units in the background technology.

[0012] [Technical Means for Solving the Problems]

[0013] The control system for vehicle batteries of the present invention, the vehicle battery includes multiple battery cell modules, and the control system includes:

[0014] Multiple battery monitoring units, respectively connected to these battery cell modules. These battery monitoring units include a first battery monitoring unit to an Nth battery monitoring unit, where N is a positive integer greater than 1. Among them, each battery monitoring unit has a wake-up power input terminal, a wake-up power output terminal, and a communication transceiver interface. The wake-up power output terminal of the jth battery monitoring unit among these battery monitoring units is connected to the wake-up power input terminal of the (j + 1)th battery monitoring unit, where j is a positive integer greater than or equal to 1 and less than N; and

[0015] A main control unit, having a wake-up power output terminal and a communication transceiver interface. The wake-up power output terminal of the main control unit is connected to the wake-up power input terminal of the first battery monitoring unit, and the communication transceiver interface of the main control unit is connected to the communication transceiver interfaces of these battery monitoring units through a communication bus.

[0016] The control method of the vehicle battery of the present invention is implemented by a main control unit and a plurality of battery monitoring units. The vehicle battery includes a plurality of battery cell modules. The battery monitoring units are respectively connected to the battery cell modules. The battery monitoring units include a first battery monitoring unit to an Nth battery monitoring unit, where N is a positive integer greater than 1. Each battery monitoring unit has a wake-up power input terminal, a wake-up power output terminal, and a communication transceiver interface. The wake-up power output terminal of a jth battery monitoring unit among the battery monitoring units is connected to the wake-up power input terminal of a (j + 1)th battery monitoring unit, where j is a positive integer greater than or equal to 1 and less than N; the main control unit has a wake-up power output terminal and a communication transceiver interface. The wake-up power output terminal of the main control unit is connected to the wake-up power input terminal of the first battery monitoring unit, and the communication transceiver interface of the main control unit is connected to the communication transceiver interfaces of the battery monitoring units through a communication bus;

[0017] The control method includes:

[0018] Output a wake-up power from the main control unit to the jth battery monitoring unit to wake up the jth battery monitoring unit, and then transmit a jth identification code from the main control unit to the jth battery monitoring unit for storage through the communication bus; and

[0019] Control the wake-up power to be provided to the (j + 1)th battery monitoring unit by the jth battery monitoring unit to wake up the (j + 1)th battery monitoring unit, and then transmit a (j + 1)th identification code from the main control unit to the (j + 1)th battery monitoring unit for storage through the communication bus.

[0020] [Advantages of the Invention]

[0021] Different from the formation of a single series communication path among existing multiple battery monitoring units, the control system of the present invention separates the wake-up path (wake-up power input terminal, wake-up power output terminal) and the communication path (communication bus) capable of transmitting data. Compared with the background technology, the present invention has the following advantages:

[0022] 1. When the electric vehicle is powered on, each existing battery monitoring unit executes a wake-up instruction to wake up, which belongs to software wake-up; the battery monitoring unit of the present invention is woken up by the wake-up power. The form of the wake-up power is, for example, an analog voltage, which belongs to hardware wake-up, rather than the existing software wake-up. Therefore, the control system of the present invention saves the processing time for existing multiple battery monitoring units to transmit and execute wake-up instructions, effectively accelerating the wake-up speed of these battery monitoring units.

[0023] 2. The wake-up path of the control system of the present invention is independent of the communication path. For example, the present invention can disconnect the wake-up power supply from the wake-up path, so that these battery monitoring units do not receive the wake-up power supply and directly shut down, without being affected by the abnormal communication offline of any battery monitoring unit, overcoming the problem in the background technology that the battery monitoring units with abnormal communication offline cannot turn off the battery cell modules they are connected to when the electric vehicle shuts down, but still consume power continuously and cause damage. It can also save the processing time (software shutdown) for transmitting and executing shutdown instructions by multiple existing battery monitoring units, effectively accelerating the shutdown speed of these battery monitoring units.

[0024] 3. The communication transceiver interfaces of the main control unit of the control system of the present invention are connected to the communication transceiver interfaces of these battery monitoring units through the communication bus, rather than forming a single series communication path among multiple existing battery monitoring units. If at least two of the battery monitoring units in the control system of the present invention have abnormal communication offline, the other normally operating battery monitoring units can still transmit their respective identification codes back to the main control unit through the communication bus. The missing identification codes represent the battery monitoring units with abnormal communication offline, enabling the main control unit to clearly determine which ones have abnormal communication offline.

[0025] 4. The present invention directly designates the identification codes of the first to the Nth battery monitoring units by the main control unit, so it can save the time for multiple existing battery monitoring units to communicate with each other to assign identification codes each time the electric vehicle is powered on, effectively accelerating the speed at which the first to the Nth battery monitoring units obtain identification codes. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 : Schematic diagram of the series-parallel combination circuit block of the battery cell module in the present invention.

[0027] Figure 2 : Schematic diagram of the circuit block of the control system of the present invention applied to the battery cell module.

[0028] Figure 3A : Schematic diagram of the circuit block of a battery monitoring unit in the present invention.

[0029] Figure 3B : Schematic diagram of the circuit block of another battery monitoring unit in the present invention.

[0030] Figure 4 : Schematic diagram of the flow of the control method of the present invention.

[0031] Figure 5 : Schematic diagram of the circuit block of the main control unit and the battery monitoring unit of the existing electric vehicle.

[0032] LIST OF REFERENCE NUMERALS

[0033] 100: Battery cell module

[0034] 20: Battery monitoring unit

[0035] 201: Wake-up power input terminal

[0036] 202: Wake-up power output terminal

[0037] 203: Communication transceiver interface

[0038] 204: Power control switch

[0039] 205: Microcontroller

[0040] 206: Step-down circuit

[0041] 207: Wake-up switch

[0042] 208: Non-volatile memory

[0043] 21: First BMU

[0044] 22: Second BMU

[0045] 2N: Nth BMU

[0046] 30: Main control unit

[0047] 31: Wake-up power output terminal

[0048] 32: Communication transceiver interface

[0049] 41: Busbar line

[0050] 42: Busbar cable

[0051] 43: Busbar connector

[0052] 60: Battery cell module

[0053] 71: First BMU

[0054] 72: Second BMU

[0055] 7M: Mth BMU

[0056] 701: First communication connection part

[0057] 702: Second communication connection part

[0058] 80: Main control unit

[0059] 81: Communication connection part

[0060] L: Power line

[0061] BUS: Communication busbar

[0062] Vout: Output voltage

[0063] Va: Wake-up power supply

[0064] ID1: First identification code

[0065] ID2: Second identification code

[0066] IDN: Nth identification code

[0067] CL: Communication line. Detailed implementation manners

[0068] Please refer to Figure 1 , the electric vehicle is provided with a vehicle battery, and the vehicle battery includes a plurality of battery cell modules (Battery pack) 100 as the main power source. The positive and negative power terminals of these battery cell modules 100 can increase the output voltage Vout by series connection, and can also increase the storage capacity and discharge current by parallel connection at the same time. Therefore, by arranging the series-parallel combination quantity of these battery cell modules 100 as shown in Figure 1 , the power consumption requirements such as the vehicle system voltage, required power, endurance... of various electric vehicle models can be met.

[0069] The control system of the vehicle battery of the present invention is arranged in the electric vehicle. Please refer to Figure 1 and Figure 2 , the control system of the present invention includes a plurality of battery monitoring units (Battery Management Unit, BMU) 20 and a main control unit 30. The main control unit 30 and these battery monitoring units 20 can form a daisy chain connection structure, which has the advantages of simplifying the wiring complexity and saving wire cost. In an embodiment, these battery monitoring units 20 and the main control unit 30 can be circuit boards respectively provided with electronic devices such as a microcontroller (MCU) or a processor chip (CPU), a memory, a communication circuit, a power connection point...

[0070] The processor chip of the main control unit 30 serves as the operation core of the battery management system (Battery Management Unit, BMS). These battery monitoring units 20 are respectively arranged on these battery cell modules 100 and are electrically connected to these battery cell modules 100 to control, monitor and manage these battery cell modules 100. Among them, each battery monitoring unit 20 can control whether each battery cell module 100 it is connected to charges or discharges, and can also read battery states such as the cell voltage, temperature, and on / off.

[0071] Please refer to Figure 2 and Figure 3A, the master control unit 30 has a wake-up power output terminal 31 and a communication transceiver interface 32. These battery monitoring units 20 include a first battery monitoring unit (hereinafter referred to as the first BMU 21) to an Nth battery monitoring unit (hereinafter referred to as the Nth BMU 2N), where N is a positive integer greater than 1. Each of these battery monitoring units 20 has a wake-up power input terminal 201, a wake-up power output terminal 202, and a communication transceiver interface 203. The wake-up power output terminal 31 of the master control unit 30 can be connected to the wake-up power input terminal 201 of the first BMU 21 through a power line L. The wake-up power output terminal 202 of the first BMU 21 can be connected to the wake-up power input terminal 201 of a second battery monitoring unit (hereinafter referred to as the second BMU 22) through another power line L, and so on. The wake-up power output terminal 202 of the jth battery monitoring unit is connected to the wake-up power input terminal 201 of the (j + 1)th battery monitoring unit, where j is a positive integer greater than or equal to 1 and less than N, until the wake-up power output terminal 202 of the (N - 1)th battery monitoring unit is connected to the wake-up power input terminal 201 of the Nth BMU 2N.

[0072] The communication transceiver interface 203 of the master control unit 30 is connected to the communication transceiver interfaces 203 of these battery monitoring units 20 through a communication bus BUS. The communication bus BUS serves as a communication path. Among them, the communication transceiver interfaces 203 of these battery monitoring units 20 can be connected in parallel to the same communication bus BUS. That is to say, these battery monitoring units 20 form a communication parallel connection structure through the communication bus BUS. The communication bus BUS is, for example, an RS-485 bus, a Controller Area Network (CAN) bus, a Serial Peripheral Interface (SPI) bus, or an 2 I²C (Inter-Integrated Circuit) bus, but not limited thereto.

[0073] Please refer to Figure 2 and Figure 3A , in a feasible embodiment, a bus line 41 can be provided on the circuit board of each of these battery monitoring units 20. The communication transceiver interface 203 of each of these battery monitoring units 20 is connected to the bus line 41. The communication transceiver interface 32 of the master control unit 30 can be connected to the bus line 41 of the first BMU 21 through a bus line 42. The bus line 41 of the first BMU 21 can be connected to the bus line 41 of the second BMU 22 through another bus line 42, and so on. The bus line 41 of the jth battery monitoring unit can be connected to the bus line 41 of the (j + 1)th battery monitoring unit, until the bus line 41 of the (N - 1)th battery monitoring unit is connected to the bus line 41 of the Nth BMU 2N. Among them, please refer to Figure 3A, a bus bar connector 43 can be used to connect each of the bus bar lines 41 and each of the bus bar lines 42. Therefore, the bus bar lines 41 and the bus bar lines 42 as described above constitute the communication bus BUS.

[0074] Please refer to Figure 3A , each of the battery monitoring units 20 includes a power control switch 204 and a microcontroller 205. The two ends of the power control switch 204 are connected in series between the wake-up power input terminal 201 and the wake-up power output terminal 202. Therefore, overall, the connection structure of the wake-up power input terminals 201 and the wake-up power output terminals 31, 202 forms a wake-up path. The power control switch 204 may have a control terminal, and the microcontroller 205 is connected to the control terminal of the power control switch 204 to control the power control switch 204 to be conductive or open. The microcontroller 205 is connected to the communication transceiver interface 203 to transmit or receive data through the communication transceiver interface 203. The microcontroller 205 has a power supply terminal to receive an operating voltage, and the microcontroller 205 is configured to control the power control switch 204 to be conductive when receiving the operating voltage; in contrast, when the microcontroller 205 does not receive the operating voltage, it does not operate, and at this time the power control switch 204 is open. As described above, the power control switch 204 may be, for example, a transistor or a relay. Figure 3A The communication transceiver interface 203 of the illustrated embodiment is a circuit disposed outside the microcontroller 205, and it may be, for example, an RS-485 interface or a controller area network bus (CAN) interface.

[0075] Please refer to Figure 3B In another illustrated embodiment, the communication transceiver interface 203 is disposed inside the microcontroller 205, that is, the microcontroller 205 itself may have the communication transceiver interface 203. Therefore, the microcontroller 205 can transmit or receive data through the communication transceiver interface 203. Figure 3B The illustrated communication transceiver interface 203 may be, for example, a serial peripheral interface (SPI) or an I 2 C (Inter-Integrated Circuit) interface.

[0076] Regarding the means for the microcontroller 205 to receive the operating voltage, in a feasible embodiment, please refer to Figure 3A and Figure 3B, each battery monitoring unit 20 may include a buck circuit 206 and a wake-up switch 207. The wake-up switch 207 may be, for example, a transistor or a relay. The output terminal of the buck circuit 206 is connected to the power supply terminal of the microcontroller 205. The two ends of the wake-up switch 207 are connected in series between the input terminal of the buck circuit 206 and the output terminal of each battery cell module 100. Therefore, the input terminal of the buck circuit 206 is connected to the output terminal of each battery cell module 100 through the wake-up switch 207. The wake-up switch 207 has a control terminal to connect to the wake-up power input terminal 201 of the battery monitoring unit 20. The wake-up switch 207 is turned on or off based on the voltage received from the wake-up power input terminal 201 at its control terminal. The buck circuit 206 is used to step down and convert the output voltage of each battery cell module 100 into the operating voltage of the microcontroller 205. For example, the buck circuit 206 may include a circuit formed by a transformer and / or a voltage regulator chip. The operating voltage of the microcontroller 205 may be 5V. The microcontroller 205 receives the operating voltage from the buck circuit 206 when the wake-up switch 207 is turned on. In contrast, when the wake-up switch 207 is open, the microcontroller 205 does not receive the operating voltage and does not operate. Therefore, the microcontroller 205 does not receive the operating voltage normally.

[0077] In addition, each battery monitoring unit 20 may include a memory for accessing data. In an embodiment of the present invention, the memory may be a non-volatile memory 208. The microcontroller 205 is connected to the non-volatile memory 208. The microcontroller 205 can read the data stored in the non-volatile memory 208 or write data into the non-volatile memory 208 for storage.

[0078] Please refer to Figure 4 , an embodiment of the control method of the present invention includes the following steps:

[0079] Step S01: The main control unit 30 outputs a wake-up power supply Va to the first BMU 21 to wake up the first BMU 21, and then the main control unit 30 transmits a first identification code ID1 to the first BMU 21 for storage through the communication bus BUS. Please refer to Figure 2 and Figure 3A , 3B, for example, when the electric vehicle is powered on for the first time after leaving the factory, the main control unit 30 can output a wake-up power supply Va through its wake-up power output terminal 31. The wake-up power input terminal 201 of the first BMU 21 can receive the wake-up power supply Va. Since the control terminal of the wake-up switch 207 of the first BMU 21 is connected to the wake-up power input terminal 201, the wake-up switch 207 is driven by the wake-up power supply Va to conduct, enabling the microcontroller 205 to receive the operating voltage and be woken up and start operating. The microcontroller 205 can automatically report a request instruction to the main control unit 30 through the communication bus BUS. After receiving the request instruction, the main control unit 30 transmits the first identification code ID1 to the first BMU 21 for storage through the communication bus BUS. Among them, the first identification code ID1 is stored in the non-volatile memory 208 of the first BMU 21.

[0080] Step S02: The first BMU 21 controls the wake-up power supply Va to be provided to the second BMU 22 to wake up the second BMU 22, and then the main control unit 30 transmits a second identification code ID2 to the second BMU 22 for storage through the communication bus BUS. In an embodiment of the present invention, when the microcontroller 205 of the first BMU 21 receives the operating voltage, it can control the power control switch 204 of the first BMU 21 to conduct. Therefore, when the power control switch 204 of the first BMU 21 is conducting, the wake-up power supply Va can be provided to the wake-up power input terminal 201 of the second BMU 22. Therefore, according to the wake-up principle of the first BMU 21 described above, the microcontroller 205 of the second BMU 22 can be woken up and start operating, and then receive the second identification code ID2 from the main control unit 30 and store the second identification code ID2 in the non-volatile memory 208 of the second BMU 22.

[0081] Summarizing steps S01 and S02, for an adjacent j-th battery monitoring unit and a (j + 1)-th battery monitoring unit, the control method of the present invention is that the wake-up power supply Va output by the main control unit 30 provides the j-th battery monitoring unit to wake up the j-th battery monitoring unit, and then the main control unit 30 transmits a j-th identification code to the j-th battery monitoring unit for storage through the communication bus BUS; the j-th battery monitoring unit controls the wake-up power supply Va to be provided to the (j + 1)-th battery monitoring unit to wake up the (j + 1)-th battery monitoring unit, and then the main control unit 30 transmits a (j + 1)-th identification code to the (j + 1)-th battery monitoring unit for storage through the communication bus BUS.

[0082] By analogy, until step S0N: The wake-up power supply Va is controlled by an (N-1)th battery monitoring unit to be provided to the Nth BMU 2N to wake up the Nth BMU 2N, and then the main control unit 30 transmits an Nth identification code to the Nth BMU 2N for storage via the communication bus BUS.

[0083] Therefore, when the electric vehicle is powered on (for example, the first time the electric vehicle is powered on after leaving the factory), if the battery monitoring units 20 have not been assigned identification codes, by means of the control method of the present invention described above, the main control unit 30 can directly assign identification codes to the battery monitoring units 20 respectively, and the identification codes of the battery monitoring units 20 are different and non-repeating from each other. As Figure 2 and Figure 3A 、 3B shown, because the battery monitoring units 20 are sequentially connected from the first BMU 21 to the Nth BMU 2N, the first identification code ID1, the second identification code ID2... to the Nth identification code IDN assigned by the main control unit 30 to the battery monitoring units 20 can also have sequentiality, so each identification code can represent the specific connection position of each battery monitoring unit 20.

[0084] Because the battery monitoring units 20 store their respective identification codes in their non-volatile memories 208, when the electric vehicle is powered off, the identification codes stored in the non-volatile memories 208 do not disappear due to power failure. Therefore, when the electric vehicle is powered on again and each battery monitoring unit 20 is woken up, each battery monitoring unit 20 can directly read its own identification code from its own non-volatile memory 208 and report its identification code to the main control unit 30. The main control unit 30 can calculate the number of the multiple identification codes reported by the battery monitoring units 20 and store these identification codes. Therefore, when the electric vehicle is powered off and then powered on again, the main control unit 30 does not need to re-assign the identification codes of the battery monitoring units 20, thereby accelerating the power-on speed.

[0085] When the electric vehicle is powered on, the battery monitoring units 20 are woken up by the wake-up power supply Va. On the contrary, when the electric vehicle is powered off, the main control unit 30 disconnects the wake-up power supply Va, that is, the main control unit 30 stops outputting the wake-up power supply Va. At this time, please refer to Figure 2 and Figure 3A 、 3B, the wake-up switches 207 of the battery monitoring units 20 lose the drive of the wake-up power supply Va and become open circuits, causing the microcontrollers 205 of the battery monitoring units 20 to lose the operating power supply and shut down. When each battery monitoring unit 20 shuts down, it can control the battery cell module 100 connected thereto to stop outputting power. Even if any one of the battery monitoring units 20 is abnormally communicated offline from the communication bus BUS, the abnormally communicated offline battery monitoring unit 20 will also shut down due to losing the wake-up power supply Va. The form of the wake-up power supply Va is, for example, an analog voltage. Therefore, the embodiments of the present invention adopt hardware wake-up / shutdown, which has a faster wake-up / shutdown speed compared to software wake-up / shutdown.

[0086] Please refer to Figure 2 and Figure 3A , 3B , the battery monitoring units 20 form a communication parallel connection architecture through the communication bus BUS. If at least two of the battery monitoring units 20 are abnormally communicated offline and cannot report the identification codes to the master control unit 30, the other normally operating battery monitoring units 20 can still transmit their respective identification codes and the read battery status back to the master control unit 30 through the communication bus BUS.

[0087] As described above, when the master control unit 30 powers on the electric vehicle, it can first calculate and store the number of complete identification codes reported by the battery monitoring units 20 (for example, the complete identification codes include 01 to 80). When the electric vehicle is running, the master control unit 30 can instantaneously compare the complete identification codes (for example, 01 to 80) with the identification codes instantaneously transmitted by each battery monitoring unit 20. If some of the battery monitoring units 20 are abnormally communicated offline (for example, the 22nd, 56th, and 74th battery monitoring units are abnormally communicated offline), the master control unit 30 can compare and find that the missing identification codes are 22, 56, and 74, which means that the abnormally communicated offline battery monitoring units 20 are the 22nd, 56th, and 74th battery monitoring units, enabling the master control unit 30 to clearly determine which ones are abnormally communicated offline. When the master control unit 30 determines that at least one battery monitoring unit 20 is abnormally communicated offline, the master control unit 30 can display prompt information or a signal through the instrument panel of the electric vehicle. Or when a repairman connects a reader to the master control unit 30, the master control unit 30 can transmit the identification code of the abnormally communicated offline to the reader for display, so that the repairman can directly and quickly find the abnormal battery monitoring unit for convenient repair work.

Claims

1. A control system for a vehicle battery, the vehicle battery comprising a plurality of battery cell modules, characterized in that, The control system includes: A plurality of battery monitoring units, respectively connected to the plurality of battery cell modules. The plurality of battery monitoring units include a first battery monitoring unit to an Nth battery monitoring unit, where N is a positive integer greater than 1. Among them, each battery monitoring unit has a wake-up power input terminal, a wake-up power output terminal, and a communication transceiver interface. The wake-up power output terminal of a jth battery monitoring unit among the plurality of battery monitoring units is connected to the wake-up power input terminal of a (j + 1)th battery monitoring unit, where j is a positive integer greater than or equal to 1 and less than N; and A main control unit, having a wake-up power output terminal and a communication transceiver interface. The wake-up power output terminal of the main control unit is connected to the wake-up power input terminal of the first battery monitoring unit, and the communication transceiver interface of the main control unit is connected to the communication transceiver interfaces of the plurality of battery monitoring units through a communication bus.

2. The control system of the vehicle battery according to claim 1, characterized in that Each of the battery monitoring units includes: A power control switch, connected in series between the wake-up power input terminal and the wake-up power output terminal of each battery monitoring unit; and A microcontroller, connected to a control end of the power control switch and the communication transceiver interface, where the communication transceiver interface is arranged outside the microcontroller.

3. The control system of the vehicle battery according to claim 1, characterized in that Each of the battery monitoring units includes: A power control switch, connected in series between the wake-up power input terminal and the wake-up power output terminal of each battery monitoring unit; and A microcontroller, connected to a control end of the power control switch, where the communication transceiver interface is arranged inside the microcontroller.

4. The control system of the vehicle battery according to claim 2 or 3, characterized in that, Each of the battery monitoring units includes: A buck circuit, the output terminal of the buck circuit is connected to a power supply terminal of the microcontroller; and A wake-up switch, both ends of the wake-up switch are connected in series between the input terminal of the buck circuit and each battery cell module, and the wake-up switch has a control end to be connected to the wake-up power input terminal of each battery monitoring unit.

5. The control system of the vehicle battery according to claim 2 or 3, characterized in that, Each of the battery monitoring units includes a non-volatile memory, the microcontroller is connected to the non-volatile memory, and the non-volatile memory stores an identification code.

6. The control system of the vehicle battery according to any one of claims 1 to 3, characterized in that, The communication transceiver interfaces of the plurality of battery monitoring units are connected in parallel to the same communication bus.

7. A control method for a vehicle battery, characterized in that, Implemented in a main control unit and a plurality of battery monitoring units, the vehicle battery includes a plurality of battery cell modules. The plurality of battery monitoring units are respectively connected to the plurality of battery cell modules. The plurality of battery monitoring units include a first battery monitoring unit to an Nth battery monitoring unit, where N is a positive integer greater than 1. Each battery monitoring unit has a wake-up power input terminal, a wake-up power output terminal, and a communication transceiver interface. The wake-up power output terminal of a jth battery monitoring unit among the plurality of battery monitoring units is connected to the wake-up power input terminal of a (j + 1)th battery monitoring unit, where j is a positive integer greater than or equal to 1 and less than N; the main control unit has a wake-up power output terminal and a communication transceiver interface. The wake-up power output terminal of the main control unit is connected to the wake-up power input terminal of the first battery monitoring unit, and the communication transceiver interface of the main control unit is connected to the communication transceiver interfaces of the plurality of battery monitoring units through a communication bus; The control method includes: Output a wake-up power supply from the master control unit to the j-th battery monitoring unit to wake up the j-th battery monitoring unit, and then the master control unit transmits a j-th identification code to the j-th battery monitoring unit for storage through the communication bus; and The j-th battery monitoring unit controls the wake-up power supply to be provided to the (j + 1)-th battery monitoring unit to wake up the (j + 1)-th battery monitoring unit, and then the master control unit transmits a (j + 1)-th identification code to the (j + 1)-th battery monitoring unit for storage through the communication bus.

8. The control method of the vehicle battery according to claim 7, wherein, When the master control unit disconnects the wake-up power supply, the multiple battery monitoring units do not receive the wake-up power supply and shut down.

9. The control method of the vehicle battery according to claim 7, characterized in that, When each of the battery monitoring units is woken up, it reports its identification code to the master control unit; The master control unit calculates the number of the multiple identification codes reported by the multiple battery monitoring units and stores the multiple identification codes.

10. The control method of the vehicle battery according to claim 7, wherein Each of the battery monitoring units stores each of the identification codes in a non-volatile memory.

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