Battery management system and vehicle

Abstract

The invention provides a battery management system and a vehicle, and relates to the technical field of batteries, and the system comprises an acquisition module, a switch driving module and a switch tube. The acquisition module is respectively connected with an enabling end of the switch driving module, a battery pack of a vehicle and a vehicle control unit; the input end of the switch driving module is connected with the vehicle control unit, the output end of the switch driving module is connected with the control end of the switch tube, and the first end and the second end of the switch tube are connected with a battery pack and an external module of the vehicle respectively. The acquisition module acquires the state data of the battery pack and outputs an effective driving enable signal to the switch driving module when the state data of the battery pack is normal. The vehicle control unit obtains the state data of the battery pack through the acquisition module and sends a control signal to the switch driving module according to the state data of the battery pack. When the switch driving module receives the effective driving enable signal, the on-off state of the switch tube is controlled according to the control signal, so that the cost is reduced on the premise of ensuring the system performance.

Description

Technical Field

[0001] This application relates to the field of battery technology, and more specifically, to a battery management system and a vehicle. Background Technology

[0002] The Battery Management System (BMS) in electric vehicles is a key component in ensuring the safety and performance of the power battery. Currently, mainstream battery management system applications primarily employ centralized and distributed solutions.

[0003] In a distributed approach, the battery management system consists of a master control unit (BCU) and several slave control units (SCUs). The master control unit typically includes a microcontroller and other control modules, while the slave control units contain several data acquisition modules. A centralized approach, on the other hand, integrates the microcontroller, other control modules, and data acquisition modules into a single, unified system.

[0004] However, both of these battery management system solutions use a microcontroller as the core control module, resulting in a long software and hardware development and testing cycle and high cost, making them difficult to adapt to small low-voltage battery systems that are more sensitive to cost and space.

[0005] Therefore, how to effectively reduce the cost of battery management systems while ensuring system performance is a technical problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0006] The purpose of this application is to provide a battery management system and a vehicle that can effectively reduce the cost of the battery management system while ensuring system performance.

[0007] To achieve the above objectives, the technical solution adopted in this application is as follows: On one hand, this application provides a battery management system for use in a vehicle, the vehicle including: a battery pack, a vehicle controller and an external module, the battery management system including: a data acquisition module, a switch drive module and a switch transistor; The acquisition module is connected to the battery pack, the vehicle controller, and the enable terminal of the switch drive module, respectively; the input terminal of the switch drive module is connected to the vehicle controller, the output terminal of the switch drive module is connected to the control terminal of the switch tube, and the first and second terminals of the switch tube are connected to the battery pack and the external module, respectively. The acquisition module is used to acquire battery pack status data, and when the battery pack status data is normal, it outputs a valid drive enable signal to the switch drive module. The vehicle controller is used to acquire the battery pack status data through the acquisition module and send control signals to the switch drive module based on the battery pack status data; The switch driver module is used to control the on / off state of the switch transistor according to the control signal when a valid drive enable signal is received.

[0008] Furthermore, the vehicle also includes a door handle switch, and the external module is a load or an external backup power supply; The battery management system also includes: a hard-wired wake-up module and a latch; The input terminal of the hard-wired wake-up module is connected to the door handle switch, the enable terminal of the hard-wired wake-up module is connected to the vehicle controller, and the output terminal of the hard-wired wake-up module is connected to the reset terminal of the latch; the input terminal of the latch is connected to the vehicle controller, and the output terminal of the latch is connected to the input terminal of the switch drive module. When the battery management system is in operation, the external module is the load. The vehicle controller sends the control signal to the input of the latch according to the battery pack status data. The latch latches the control signal and outputs it to the input of the switch drive module. The switch drive module controls the on / off state of the switch tube according to the control signal and the drive enable signal. When the battery management system is in a dormant state, and the discharge cutoff voltage threshold is less than the total battery pack voltage and less than the charging cutoff voltage threshold, the battery pack status data is normal, and the door handle switch is triggered, the external module acts as an external backup power source. The vehicle controller sends a valid wake-up enable signal to the hard-wired wake-up module, the hard-wired wake-up module outputs a valid reset signal to the latch, the latch unlocks and outputs a valid reset signal to the input of the switch drive module, and the switch transistor is turned on so that the external backup power source charges the battery pack.

[0009] Furthermore, when the battery management system is in a dormant state, if the total battery pack voltage is greater than or equal to the charging cutoff voltage threshold, or the total battery pack voltage is less than or equal to the discharging cutoff voltage threshold, or the battery pack status data is abnormal, the vehicle controller sends an invalid wake-up enable signal to the hard-wired wake-up module to shut down the hard-wired wake-up module.

[0010] Furthermore, the battery management system also includes a daisy-chain communication module; The daisy-chain communication module is connected to the acquisition module, the enable terminal of the hard-wired wake-up module, the input terminal of the latch, and the vehicle controller, respectively.

[0011] Furthermore, the reset terminal of the latch, as well as the enable and input terminals of the hard-wired wake-up module, are all active low; the enable and input terminals of the switch driver module are both active high. The battery management system also includes an inverter; the input of the inverter is connected to the output of the latch, and the output of the inverter is connected to the input of the switch drive module.

[0012] Furthermore, the battery management system also includes a power module; the input terminal of the power module is connected to the battery pack, and the output terminal of the power module is connected to the acquisition module, the switch drive module, the hard-wired wake-up module, and the latch, respectively; the power module is used to convert the total voltage of the battery pack into a reference voltage output. The hard-wire wake-up module includes: a PMOS transistor, a first NMOS transistor, a second NMOS transistor, a first resistor, a second resistor, a third resistor, a fourth resistor, a fifth resistor, a sixth resistor and a seventh resistor, an OR gate, and a comparator unit; The gate of the PMOS transistor is connected to one end of the first resistor and one end of the second resistor, respectively. The other end of the second resistor and the source of the PMOS transistor are both connected to the output terminal of the power module. The other end of the first resistor serves as the input terminal of the hard-wired wake-up module and is connected to one end of the door handle switch. The other end of the door handle switch is grounded. When the door handle switch is triggered, the input terminal of the hard-wired wake-up module is at a low level. The drain of the PMOS transistor is connected to one end of the third resistor and one end of the fourth resistor, respectively. The other end of the third resistor is grounded. The other end of the fourth resistor is connected to the drain of the first NMOS transistor and the gate of the second NMOS transistor, respectively. The gate of the first NMOS transistor is connected to one end of the fifth resistor and one end of the sixth resistor, respectively. The other end of the sixth resistor, the source of the first NMOS transistor, and the source of the second NMOS transistor are all grounded. The other end of the fifth resistor serves as the enable terminal of the hard-wired wake-up module and is connected to the vehicle controller. The drain of the second NMOS transistor is connected to the first input terminal of the OR gate and one end of the seventh resistor, respectively. The other end of the seventh resistor is connected to the output terminal of the power module. The second input terminal of the OR gate is connected to the output terminal of the comparator unit. The first and second input terminals of the comparator unit are connected to the output terminals of the battery pack and the power module, respectively. The output terminal of the OR gate serves as the output terminal of the hard-wired wake-up module and is connected to the reset terminal of the latch. When the total voltage of the battery pack is greater than the discharge cutoff voltage threshold, the comparator unit outputs a low level.

[0013] Furthermore, the comparison unit includes: a comparator, an eighth resistor, a ninth resistor, a tenth resistor, and an eleventh resistor; The inverting input terminal of the comparator is connected to one end of the eighth resistor and one end of the ninth resistor, respectively. The other end of the eighth resistor is connected to the battery pack, and the other end of the ninth resistor is grounded. The non-inverting input terminal of the comparator is connected to one end of the tenth resistor and one end of the eleventh resistor, the other end of the tenth resistor is connected to the output terminal of the power module, and the other end of the eleventh resistor is grounded; wherein, the voltage at the non-inverting input terminal of the comparator is equal to the discharge cutoff voltage threshold.

[0014] Furthermore, the hard-wire wake-up module also includes an adhesion diagnostic unit, which is connected to the drain of the PMOS transistor; When the door handle switch is not triggered and the adhesion diagnosis unit detects that the drain of the PMOS transistor is at a high level, it determines that the PMOS transistor has an adhesion fault.

[0015] Furthermore, the acquisition module includes an analog front-end chip and a functional module, wherein the analog front-end chip is connected to the functional module, the enable terminal of the switch drive module, and the vehicle controller, respectively. The functional modules include: a single-unit voltage detection unit, a module temperature detection unit, a balance control unit, a current detection unit, a total pressure detection unit, an interlock detection unit, a shunt temperature detection unit, a balance temperature detection unit, and a gas pressure detection unit; The battery pack status data collected by the acquisition module includes: individual cell voltage signal, module temperature signal, total battery pack voltage signal, current signal, interlock signal, and air pressure signal; When all signals in the battery pack status data are normal, the analog front-end chip sends a valid drive enable signal to the switch drive module. When any signal in the battery pack status data is abnormal, the analog front-end chip sends an invalid drive enable signal to the switch driver module, so that the switch driver module controls the switch transistor to turn off.

[0016] On the other hand, this application also provides a vehicle, the vehicle including: a battery pack, a vehicle controller, an external module, and a battery management system as described in any of the foregoing embodiments, the battery management system being connected to the battery pack, the vehicle controller, and the external module respectively. Compared with the prior art, this application has the following advantages: The battery management system provided in this application is applied to a vehicle, which includes a battery pack, a vehicle controller, and external modules. The battery management system includes a data acquisition module, a switch driver module, and a switching transistor. The data acquisition module is connected to the enable terminals of the battery pack, the vehicle controller, and the switch driver module. The input terminal of the switch driver module is connected to the vehicle controller, and its output terminal is connected to the control terminal of the switching transistor. The first and second terminals of the switching transistor are connected to the battery pack and the external modules, respectively. The data acquisition module collects battery pack status data and outputs a valid drive enable signal to the switch driver module when the battery pack status data is normal. The vehicle controller obtains the battery pack status data through the data acquisition module and sends control signals to the switch driver module based on the battery pack status data. The switch driver module controls the on / off state of the switching transistor according to the control signal upon receiving a valid drive enable signal.

[0017] Since the battery management system provided in this application is applied to vehicles, its core control logic is implemented by the vehicle controller, thus eliminating the need for a microcontroller or other controllers in the battery management system. This design not only simplifies the hardware structure of the battery management system and significantly reduces material costs and size, but also avoids complex low-level software development and testing, integrating battery management functions into the vehicle software layer and greatly shortening the development cycle. Therefore, the battery management system provided in this application can effectively reduce material and space costs while ensuring performance, and shorten the software and hardware development and testing cycle, making it particularly suitable for small, low-voltage battery systems with single nodes and low series counts that are more sensitive to cost and space constraints. Attached Figure Description

[0018] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely represents selected embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0019] Figure 1 This is one of the structural schematic diagrams of a battery management system provided in an embodiment of this application; Figure 2 This is a schematic diagram of the structure of a data acquisition module provided in an embodiment of this application; Figure 3This is a second schematic diagram of a battery management system provided in an embodiment of this application; Figure 4 This is the third schematic diagram of a battery management system provided in the embodiments of this application; Figure 5 One of the circuit diagrams of a hardwired wake-up module provided in this application embodiment; Figure 6 This is a second circuit diagram of a hardwired wake-up module provided in an embodiment of this application.

[0020] Icons: 10-Battery Management System; 20-Battery Pack; 30-Vehicle Controller; 40-Door Handle Switch; 100-Acquisition Module; 110-Analog Front-End Chip; 120-Function Module; 121-Individual Cell Voltage Detection Unit; 122-Module Temperature Detection Unit; 123-Balance Control Unit; 124-Current Detection Unit; 125-Total Voltage Detection Unit; 126-Interlock Detection Unit; 127-Shunter Temperature Detection Unit; 128-Balance Temperature Detection Unit; 129-Air Pressure Detection Unit; 130-Multi-channel Selection Module; 140-Storage Module; 200-Switch Driver Module; 300-Switch Transistor; 400 - Hardwired wake-up module; 410 - Comparator unit; 420 - Adhesion diagnostic unit; 500 - Latch; 600 - Daisy-chain communication module; 700 - Inverter; 800 - Power supply module; Q1 - PMOS transistor; Q2 - First NMOS transistor; Q3 - Second NMOS transistor; U1 - OR gate; U2 - Comparator; R1 - First resistor; R2 - Second resistor; R3 - Third resistor; R4 - Fourth resistor; R5 - Fifth resistor; R6 - Sixth resistor; R7 - Seventh resistor; R8 - Eighth resistor; R9 - Ninth resistor; R10 - Tenth resistor; R11 - Eleventh resistor; D1 - First diode; D2 - Second diode. Detailed Implementation

[0021] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely represents selected embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0022] In the description of this application, it should be noted that relational terms such as first and second are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations.

[0023] The following detailed description of some embodiments of this application is provided in conjunction with the accompanying drawings. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0024] As described in the background section, most existing battery management systems operate with a microcontroller or other dedicated controller as their core architecture. However, this approach leads to longer software and hardware development and testing cycles, higher costs, and is difficult to adapt to small, low-voltage battery systems (such as 48V battery systems) that are more sensitive to cost and space.

[0025] Therefore, how to effectively reduce the material and space costs of battery management systems while ensuring system performance is a technical problem that urgently needs to be solved by those skilled in the art.

[0026] To resolve the above technical issues, please refer to Figure 1 This application provides a battery management system 10, which is applied to a vehicle. The vehicle includes a battery pack 20, a vehicle controller 30, and external modules. The battery management system 10 includes a data acquisition module 100, a switch drive module 200, and a switch transistor 300.

[0027] The data acquisition module 100 is connected to the battery pack 20, the vehicle control unit (VCU) 30, and the enable terminal EN1 of the switch drive module 200. The input terminal IN1 of the switch drive module 200 is connected to the vehicle control unit 30, and the output terminal OUT1 of the switch drive module 200 is connected to the control terminal of the switch transistor 300. The first and second terminals of the switch transistor 300 are connected to the battery pack 20 and the external module, respectively.

[0028] The acquisition module 100 is used to acquire battery pack status data in real time, and outputs a valid drive enable signal to the switch drive module 200 when the battery pack status data is normal.

[0029] The vehicle controller 30 is used to acquire battery pack status data through the acquisition module 100 and send control signals to the switch drive module 200 based on the battery pack status data.

[0030] The switch drive module 200 is used to control the on / off state of the switch tube 300 according to the control signal sent by the vehicle controller 30 when a valid drive enable signal is received (i.e., when the battery pack status data is normal).

[0031] Compared with existing technologies, since the battery management system 10 provided in this application is applied to vehicles, its core control logic is implemented by the vehicle controller 30, thus eliminating the need for a microcontroller or other controllers in the battery management system 10. This design not only simplifies the hardware structure of the battery management system 10, significantly reducing material costs and size, but also avoids complex low-level software development and testing, integrating battery management functions into the vehicle software layer and greatly shortening the development cycle. Therefore, the battery management system 10 provided in this application can effectively reduce material and space costs while ensuring performance, and shorten the software and hardware development and testing cycle, making it particularly suitable for small, low-voltage battery systems with single nodes and low series counts that are more sensitive to cost and space constraints.

[0032] For a better understanding, please refer to Figure 2 In one optional implementation, the acquisition module 100 includes an analog front-end (AFE) chip 110 and a functional module 120. The analog front-end chip 110 is connected to the functional module 120, the enable terminal EN1 of the switch drive module 200, and the vehicle controller 30.

[0033] Functional module 120 includes: individual voltage detection unit 121, module temperature detection unit 122, equalization control unit 123, current detection unit 124, total voltage detection unit 125, interlock detection unit 126, shunt temperature detection unit 127, equalization temperature detection unit 128, and air pressure detection unit 129.

[0034] The single cell voltage detection unit 121 is used to monitor the voltage of each cell in real time to prevent overcharging or over-discharging of the battery pack 20.

[0035] The module temperature detection unit 122 is used to monitor the temperature of the battery module, provide a basis for thermal management strategies, and ensure that the battery pack 20 operates within a safe temperature range.

[0036] The equalization control unit 123 is used to reduce the voltage difference between cells and improve the overall capacity and lifespan of the battery pack 20.

[0037] The current detection unit 124 is used to detect the current through the shunt to determine the overcurrent condition.

[0038] The total voltage detection unit 125 is used to detect the total voltage of the battery pack 20 in order to assess the high voltage safety status of the vehicle and the system energy level.

[0039] The interlock detection unit 126 is used to detect the integrity of the high-voltage circuit connector in real time and to alarm when the connection is abnormally disconnected to prevent the risk of high-voltage arcing.

[0040] The shunt temperature detection unit 127 is used to monitor the temperature of the shunt resistor, perform temperature compensation on the current measurement value, and ensure the accuracy of current sampling.

[0041] The equalization temperature detection unit 128 is used to detect the temperature of related circuits during the battery equalization process to prevent local overheating caused by excessive equalization current.

[0042] The air pressure detection unit 129 is used to detect the air pressure inside the battery pack 20, and to detect abnormal pressure inside the pack in a timely manner caused by battery thermal runaway or sealing failure.

[0043] Optionally, the acquisition module 100 also includes a multiplexing module 130 and a storage module 140.

[0044] The multiplexing module 130 is used to select multiple input signals (such as voltage, temperature and interlock signals) from different detection units under the control of the vehicle controller 30, and output one signal to the analog front-end chip 110.

[0045] The storage module 140 is used to store battery pack status data and communicate with the vehicle controller 30.

[0046] Based on the above design, the battery pack status data collected by the entire acquisition module 100 includes: individual cell voltage signal, module temperature signal, total battery pack voltage signal, current signal, interlock signal, and air pressure signal.

[0047] When all signals in the battery pack status data are normal, the analog front-end chip 110 sends a valid drive enable signal (e.g., high level) to the switch drive module 200. At this time, the switch drive module 200 controls the switch transistor 300 to turn on or off according to the control signal sent by the vehicle controller 30.

[0048] When any signal in the battery pack status data is abnormal, the analog front-end chip 110 sends an invalid drive enable signal (e.g., low level) to the switch drive module 200. At this time, regardless of whether the vehicle controller 30 sends a conduction control signal or a disconnection control signal, the switch drive module 200 will control the switch transistor 300 to disconnect, thereby cutting off the electrical connection between the battery pack 20 and the external module, preventing the fault from escalating, and ensuring system safety.

[0049] Optionally, the external module can be a load or an external backup power source. When the switch 300 is turned on, if the external module is a load, a power supply circuit is formed, and the battery pack 20 discharges to the load to maintain normal vehicle operation. If the external module is an external backup power source, a charging circuit is formed, and the external backup power source charges the battery pack 20 to replenish its charge.

[0050] Please see Figure 3In one alternative implementation, the vehicle also includes a door handle switch 40, and the battery management system 10 further includes a hardwired wake-up module 400 and a latch 500.

[0051] Specifically, the input terminal IN2 of the hard-wired wake-up module 400 is connected to the door handle switch 40, the enable terminal EN2 of the hard-wired wake-up module 400 is connected to the vehicle controller 30, and the output terminal OUT2 of the hard-wired wake-up module 400 is connected to the reset terminal RST of the latch 500. The input terminal IN3 of the latch 500 is connected to the vehicle controller 30, and the output terminal OUT3 of the latch 500 is connected to the input terminal IN1 of the switch drive module 200.

[0052] When the battery management system 10 is in operation, the external module acts as a load. At this time, the acquisition module 100 in the battery management system 10 monitors the status of the battery pack 20 in real time and sends the battery pack status data to the vehicle controller 30. Based on the battery pack status data, the vehicle controller 30 sends a control signal to the input IN3 of the latch 500. The latch 500 latches the control signal and outputs it to the input IN1 of the switch drive module 200. The switch drive module 200 controls the on / off state of the switch transistor 300 based on the control signal and the drive enable signal.

[0053] Understandably, since the battery management system 10 may experience unexpected situations such as interruption or reset during operation, in order to maintain the stability of the high-voltage circuit state when the system is disturbed, this application introduces a latch 500 to latch the control signal output, so that the control signal level can still maintain the original logic during the brief abnormal period, thereby effectively preventing the switching transistor 300 from malfunctioning due to signal jumps, and ensuring the continuity of load power supply and system reliability.

[0054] When the battery management system 10 is in a dormant state, and the discharge cutoff voltage threshold is less than the total battery pack voltage and less than the charging cutoff voltage threshold, the battery pack status data is normal, and the door handle switch 40 is triggered, the external module acts as an external backup power source. At this time, the vehicle controller 30 sends a valid wake-up enable signal to the hard-wired wake-up module 400, the hard-wired wake-up module 400 outputs a valid reset signal to the latch 500, the latch 500 unlocks and outputs a valid reset signal to the input terminal IN1 of the switch drive module 200, the switch transistor 300 is turned on, forming a charging circuit so that the external backup power source can charge the battery pack 20.

[0055] It should be noted that the discharge cut-off voltage threshold represents the minimum allowable operating voltage of the battery pack 20; below this value, there may be a risk of undervoltage. The charging cut-off voltage threshold represents the maximum allowable charging voltage of the battery pack 20; exceeding this value may cause a risk of overcharging. When the total voltage of the battery pack is between the discharge cut-off voltage threshold and the charging cut-off voltage threshold, it indicates that the state of charge (SOC) of the battery pack 20 is low, but has not yet reached a dangerous level. This is usually caused by the battery management system 10 still consuming a small amount of electricity during dormancy.

[0056] Since the battery pack 20 needs to maintain a certain charge level to function properly, during the sleep period of the battery management system 10, if the following three conditions are met simultaneously: the discharge cut-off voltage threshold < the total battery pack voltage < the charging cut-off voltage threshold (indicating that the SOC of the battery pack 20 is low), the battery pack status data is normal (indicating that there are no other faults in the battery pack 20), and the door handle switch 40 is triggered (i.e., the driver pulls the vehicle door handle), then the vehicle controller 30 sends a valid wake-up enable signal to the hard-wired wake-up module 400 to enable the hard-wired wake-up module 400 to start working. Through the coordinated work of the hard-wired wake-up module 400 and the latch 500, the convenient function of "the driver can charge the battery pack 20 by pulling the door handle" is realized. This not only improves the user experience but also intelligently maintains the charge level of the battery pack 20 during system sleep, ensuring that the vehicle can start normally at any time.

[0057] Conversely, when the battery management system 10 is in a dormant state, if the total battery pack voltage is greater than or equal to the charging cut-off voltage threshold, or the total battery pack voltage is less than or equal to the discharging cut-off voltage threshold, or the battery pack status data is abnormal, the vehicle controller 30 sends an invalid wake-up enable signal to the hard-wired wake-up module 400 to shut down the hard-wired wake-up module 400.

[0058] Understandably, during the battery management system 10's sleep state, if the total battery pack voltage is greater than or equal to the charging cutoff voltage threshold, it indicates that the battery pack 20 is already fully charged or overcharged, and further charging is unnecessary and should not be continued. If the total battery pack voltage is less than or equal to the discharging cutoff voltage threshold, it indicates that the battery pack 20's SOC is too low, and the battery pack 20 is in a deep discharge or undervoltage state, posing a safety risk, requiring power-off protection. If the battery pack status data is abnormal, it indicates that the battery pack 20 has a fault (e.g., short circuit, abnormal interlock connection, overvoltage / overcurrent / overtemperature faults), and charging is not advisable. In any of the above situations, the hard-wired wake-up module 400 will not start, and the switch 300 will disconnect to cut off the circuit. At this time, even if the driver pulls the door handle, the battery pack 20 will not be charged. This protection mechanism can effectively prevent improper charging and discharging when the battery pack 20 is overcharged, undervoltaged, or faulty, thereby ensuring the vehicle's electrical safety and the battery pack 20's lifespan.

[0059] In another optional implementation, when the battery management system 10 is in a dormant state, the vehicle controller 30 can periodically wake up the battery management system 10, after which the battery management system 10 performs a round of inspection. When the SOC of the battery pack 20 is detected to be too low, or when a fault such as a short circuit, abnormal interlock connection, or overvoltage / overcurrent / overtemperature is detected, the acquisition module 100 sends an invalid enable signal to the enable terminal EN1 of the switch drive module 200, so that the switch drive module 200 controls the switch tube 300 to disconnect, cutting off the high-voltage circuit.

[0060] Further, please refer to Figure 4 In this embodiment, the battery management system 10 further includes a daisy-chain communication module 600. The daisy-chain communication module 600 is connected to the acquisition module 100, the enable terminal EN2 of the hard-wired wake-up module 400, the input terminal IN3 of the latch 500, and the vehicle controller 30.

[0061] The daisy-chain communication module 600 serves as the communication hub of the battery management system 10, enabling communication between the battery management system 10 and the vehicle controller 30. Specifically, the daisy-chain communication module 600 communicates internally with the acquisition module 100, the hardwired wake-up module 400, and the latch 500, and externally with the vehicle controller 30.

[0062] To ensure a stable power supply to the various modules within the battery management system 10, in one optional embodiment, the battery management system 10 further includes a power module 800. The input terminal of the power module 800 is connected to the battery pack 20, and the output terminal of the power module 800 is connected to the acquisition module 100, the switch driver module 200, the hardwired wake-up module 400, the latch 500, and the daisy-chain communication module 600, respectively.

[0063] The power module 800 is used to convert the total battery voltage Vbat into a reference voltage VCC suitable for the operation of each module through its internal DC-DC or LDO conversion circuit, thereby providing a stable power supply to each module.

[0064] Furthermore, to improve the system's anti-interference capability, in one optional implementation, the enable terminal EN2 of the hard-wired wake-up module 400, the input terminal IN2 of the hard-wired wake-up module 400, and the reset terminal RST of the latch 500 are all active low. That is, the wake-up enable signal, the wake-up input signal, and the reset signal (i.e., the wake-up output signal) are all active low.

[0065] Understandably, the complex vehicle environment presents electromagnetic interference. If a signal line is suspended or interfered with, its voltage level is prone to fluctuations and can easily be raised to a high level. For the hard-wired wake-up module 400, if a high-level active triggering method is used, such interference can easily cause false triggering of the hard-wired wake-up module 400, increasing power consumption and potentially causing logic errors. However, by adopting a low-level active design, the signal line is only recognized as a valid signal when pulled low to ground, thus greatly improving the system's anti-interference capability and reducing the probability of false wake-up.

[0066] Furthermore, both the enable terminal EN1 and the input terminal IN1 of the switch driver module 200 are active high. That is, both the drive enable signal and the drive input signal are active high.

[0067] In addition, to ensure that the latch 500 and the switch driver module 200 are level logic matched, the battery management system 10 also includes an inverter 700. The input terminal of the inverter 700 is connected to the output terminal OUT3 of the latch 500, and the output terminal of the inverter 700 is connected to the input terminal IN1 of the switch driver module 200.

[0068] To better understand the working principle of the hardwired wake-up module 400, please refer to [link / reference]. Figure 5 In one optional implementation, the hard-wired wake-up module 400 includes: a PMOS transistor Q1, a first NMOS transistor Q2, a second NMOS transistor Q3, a first resistor R1, a second resistor R2, a third resistor R3, a fourth resistor R4, a fifth resistor R5, a sixth resistor R6 and a seventh resistor R7, an OR gate U1 and a comparator unit 410.

[0069] The gate of PMOS transistor Q1 is connected to one end of the first resistor R1 and the second resistor R2. The other end of the second resistor R2 and the source of PMOS transistor Q1 are both connected to the output terminal of the power supply module 800. The other end of the first resistor R1 serves as the input terminal IN2 of the hard-wired wake-up module 400 and is connected to one end of the door handle switch 40. The other end of the door handle switch 40 is grounded. When the door handle switch 40 is triggered (i.e., the driver pulls the door handle, and the door handle switch 40 closes), the input terminal IN2 of the hard-wired wake-up module 400 is at a low level.

[0070] The drain of PMOS transistor Q1 is connected to one end of the third resistor R3 and the fourth resistor R4, respectively. The other end of the third resistor R3 is grounded. The other end of the fourth resistor R4 is connected to the drain of the first NMOS transistor Q2 and the gate of the second NMOS transistor Q3, respectively. The gate of the first NMOS transistor Q2 is connected to one end of the fifth resistor R5 and the sixth resistor R6, respectively. The other end of the sixth resistor R6, the source of the first NMOS transistor Q2, and the source of the second NMOS transistor Q3 are all grounded. The other end of the fifth resistor R5 is connected to the vehicle controller 30 as the enable terminal EN2 of the hard-wired wake-up module 400.

[0071] The drain of the second NMOS transistor Q3 is connected to the first input terminal of OR gate U1 and one end of the seventh resistor R7, respectively. The other end of the seventh resistor R7 is connected to the output terminal of the power module 800. The second input terminal of OR gate U1 is connected to the output terminal of comparator unit 410. The first and second input terminals of comparator unit 410 are connected to the output terminals of battery pack 20 and power module 800, respectively. The output terminal of OR gate U1 is connected to the reset terminal RST of latch 500 as the output terminal OUT2 of hard-wired wake-up module 400. When the total battery pack voltage is greater than the discharge cutoff voltage threshold, comparator unit 410 outputs a low level.

[0072] Furthermore, the comparison unit 410 includes: comparator U2, eighth resistor R8, ninth resistor R9, tenth resistor R10, and eleventh resistor R11.

[0073] The inverting input of comparator U2 is connected to one end of the eighth resistor R8 and the ninth resistor R9, respectively. The other end of the eighth resistor R8 is connected to the battery pack 20, and the other end of the ninth resistor R9 is grounded.

[0074] The non-inverting input of comparator U2 is connected to one end of the tenth resistor R10 and the eleventh resistor R11, respectively. The other end of the tenth resistor R10 is connected to the output of the power module 800, and the other end of the eleventh resistor R11 is grounded. The voltage at the non-inverting input of comparator U2 is equal to the discharge cutoff voltage threshold.

[0075] Optionally, the hardwired wake-up module 400 further includes a first diode D1 and a second diode D2. The anode of the first diode D1 is connected to one end of the first resistor R1, and the anode of the second diode D2 serves as the input terminal IN2 of the hardwired wake-up module 400, connected to the door handle switch 40. The cathode of the second diode D2 is connected to one end of the eighth resistor R8, and the anode of the second diode D2 is connected to the battery pack 20.

[0076] Based on the above design, during the sleep process of the battery management system 10, when the discharge cutoff voltage threshold < total battery pack voltage < charging cutoff voltage threshold, the battery pack status data is normal, and the door handle switch 40 is triggered, the enable terminal EN2 of the hard-wired wake-up module 400 receives a low-level signal (i.e., a valid wake-up enable signal), and the first NMOS transistor Q2 is turned off. Furthermore, since the door handle switch 40 is triggered (i.e., the door handle switch 40 is closed), the input terminal IN2 of the hard-wired wake-up module 400 is pulled down to ground (low level), the PMOS transistor Q1 is turned on, the drain of the PMOS transistor Q1 (i.e., point C) is high, the second NMOS transistor Q3 is turned on, the first input terminal (i.e., point A) of the OR gate U1 is low, and the second input terminal (i.e., point B) of the OR gate U1 is also low. Finally, the OR gate U1 outputs a low level (i.e., a valid reset signal). When the reset terminal RST of latch 500 receives a low level output from OR gate U1, latch 500 is reset, meaning its output terminal OUT3 is a constant low level. This low level is processed by inverter 700 to become a high level, meaning the input terminal IN1 of switch driver module 200 is high. Furthermore, since the battery pack status data is normal, the enable terminal EN1 of switch driver module 200 is also high. Switch driver module 200 outputs a high level to the control terminal of switch transistor 300 to turn on switch transistor 300, thus forming a charging circuit and enabling external backup power to charge battery pack 20.

[0077] Conversely, when the total battery pack voltage is less than or equal to the discharge cutoff voltage threshold (i.e., battery pack 20 has an undervoltage fault), the comparator unit 410 outputs a high level, meaning the second input terminal of OR gate U1 (i.e., point B) is high. At this time, regardless of whether the door handle switch 40 is triggered, OR gate U1 outputs a high level (i.e., an invalid reset signal). When the reset terminal RST of latch 500 receives a high level output from OR gate U1, the reset is invalid, and the level of the output terminal OUT3 of latch 500 is controlled by its input terminal IN3; that is, the output signal of latch 500 is controlled by the vehicle controller 30.

[0078] In addition, the power devices in the hard-wired wake-up module 400 may experience adhesion failures due to environmental stress or electrical overload during long-term use, which may lead to abnormal system function or increased power consumption.

[0079] In view of this, please refer to Figure 6 In an optional implementation, the hardwire wake-up module 400 further includes an adhesion diagnostic unit 420. The adhesion diagnostic unit 420 is connected to the drain of the PMOS transistor Q1.

[0080] When the door handle switch 40 is not triggered, the input terminal IN2 of the hardwired wake-up module 400 is at a high level. Theoretically, PMOS transistor Q1 should be off, and its drain (i.e., point C) should be at a low level. If the adhesion diagnosis unit 420 detects that the drain of PMOS transistor Q1 is at a high level, it indicates that PMOS transistor Q1 has an adhesion fault. This design realizes real-time monitoring and fault diagnosis of the power device status, effectively improving the reliability and safety of the system.

[0081] Furthermore, this application embodiment also provides a vehicle, which includes: a battery pack 20, a vehicle controller 30, an external module, and a battery management system 10 as described in any of the foregoing embodiments. The battery management system 10 is connected to the battery pack 20, the vehicle controller 30, and the external module, respectively.

[0082] In summary, this application provides a battery management system and a vehicle. The battery management system is applied to a vehicle, which includes a battery pack, a vehicle controller, and external modules. The battery management system includes a data acquisition module, a switch driver module, and a switch transistor. The data acquisition module is connected to the enable terminals of the battery pack, the vehicle controller, and the switch driver module. The input terminal of the switch driver module is connected to the vehicle controller, and its output terminal is connected to the control terminal of the switch transistor. The first and second terminals of the switch transistor are connected to the battery pack and the external modules, respectively. The data acquisition module collects battery pack status data and outputs a valid drive enable signal to the switch driver module when the battery pack status data is normal. The vehicle controller obtains the battery pack status data through the data acquisition module and sends a control signal to the switch driver module based on the battery pack status data. The switch driver module controls the on / off state of the switch transistor based on the control signal when it receives a valid drive enable signal. Since the battery management system provided in this application is applied to a vehicle, its core control logic is implemented by the vehicle controller, thus eliminating the need for a microcontroller or other controllers in the battery management system. This design not only simplifies the hardware structure of the battery management system, significantly reducing material costs and size, but also avoids complex low-level software development and testing, integrating battery management functions into the vehicle software layer and greatly shortening the development cycle. Therefore, the battery management system provided in this application can effectively reduce material and space costs while ensuring performance, and shorten the software and hardware development and testing cycle, making it particularly suitable for small, low-voltage battery systems with single nodes and low series counts that are more sensitive to cost and space.

[0083] Furthermore, by introducing a hard-wired wake-up module and latch, and under the coordinated scheduling of the vehicle controller, this application enables the controllerless battery management system to achieve the convenient function of "the driver can charge the battery pack by pulling the door handle" when the total battery pack voltage is low but has not yet reached a dangerous level; and when the total battery pack voltage is too low or other faults occur, the control switch is disconnected to cut off the high-voltage circuit, thereby comprehensively improving the safety and reliability of the entire battery system.

[0084] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

[0085] It will be apparent to those skilled in the art that this application is not limited to the details of the exemplary embodiments described above, and that this application can be implemented in other specific forms without departing from the spirit or essential characteristics of this application. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of this application is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within this application. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A battery management system, characterized in that, Applied to vehicles, the vehicles include: a battery pack, a vehicle controller and external modules, and the battery management system includes: a data acquisition module, a switch driver module and a switch transistor; The acquisition module is connected to the battery pack, the vehicle controller, and the enable terminal of the switch drive module, respectively; the input terminal of the switch drive module is connected to the vehicle controller, the output terminal of the switch drive module is connected to the control terminal of the switch tube, and the first and second terminals of the switch tube are connected to the battery pack and the external module, respectively. The acquisition module is used to acquire battery pack status data, and when the battery pack status data is normal, it outputs a valid drive enable signal to the switch drive module. The vehicle controller is used to acquire the battery pack status data through the acquisition module and send control signals to the switch drive module based on the battery pack status data; The switch driver module is used to control the on / off state of the switch transistor according to the control signal when a valid drive enable signal is received.

2. The battery management system according to claim 1, characterized in that, The vehicle also includes a door handle switch, and the external module is a load or an external backup power supply; The battery management system also includes: a hard-wired wake-up module and a latch; The input terminal of the hard-wired wake-up module is connected to the door handle switch, the enable terminal of the hard-wired wake-up module is connected to the vehicle controller, and the output terminal of the hard-wired wake-up module is connected to the reset terminal of the latch; the input terminal of the latch is connected to the vehicle controller, and the output terminal of the latch is connected to the input terminal of the switch drive module. When the battery management system is in operation, the external module is the load. The vehicle controller sends the control signal to the input of the latch according to the battery pack status data. The latch latches the control signal and outputs it to the input of the switch drive module. The switch drive module controls the on / off state of the switch tube according to the control signal and the drive enable signal. When the battery management system is in a dormant state, and the discharge cutoff voltage threshold is less than the total battery pack voltage and less than the charging cutoff voltage threshold, the battery pack status data is normal, and the door handle switch is triggered, the external module acts as an external backup power source. The vehicle controller sends a valid wake-up enable signal to the hard-wired wake-up module, the hard-wired wake-up module outputs a valid reset signal to the latch, the latch unlocks and outputs a valid reset signal to the input of the switch drive module, and the switch transistor is turned on so that the external backup power source charges the battery pack.

3. The battery management system according to claim 2, characterized in that, When the battery management system is in a dormant state, if the total battery pack voltage is greater than or equal to the charging cutoff voltage threshold, or the total battery pack voltage is less than or equal to the discharging cutoff voltage threshold, or the battery pack status data is abnormal, the vehicle controller sends an invalid wake-up enable signal to the hard-wired wake-up module to shut down the hard-wired wake-up module.

4. The battery management system according to claim 2, characterized in that, The battery management system also includes a daisy-chain communication module; The daisy-chain communication module is connected to the acquisition module, the enable terminal of the hard-wired wake-up module, the input terminal of the latch, and the vehicle controller, respectively.

5. The battery management system according to claim 2, characterized in that, The reset terminal of the latch, as well as the enable and input terminals of the hard-wired wake-up module, are all active low; the enable and input terminals of the switch driver module are both active high. The battery management system also includes an inverter; the input of the inverter is connected to the output of the latch, and the output of the inverter is connected to the input of the switch drive module.

6. The battery management system according to claim 5, characterized in that, The battery management system further includes a power module; the input terminal of the power module is connected to the battery pack, and the output terminal of the power module is connected to the acquisition module, the switch driver module, the hard-wired wake-up module, and the latch, respectively. The power module is used to convert the total voltage of the battery pack into a reference voltage output. The hard-wire wake-up module includes: a PMOS transistor, a first NMOS transistor, a second NMOS transistor, a first resistor, a second resistor, a third resistor, a fourth resistor, a fifth resistor, a sixth resistor and a seventh resistor, an OR gate, and a comparator unit; The gate of the PMOS transistor is connected to one end of the first resistor and one end of the second resistor, respectively. The other end of the second resistor and the source of the PMOS transistor are both connected to the output terminal of the power module. The other end of the first resistor serves as the input terminal of the hard-wired wake-up module and is connected to one end of the door handle switch. The other end of the door handle switch is grounded. When the door handle switch is triggered, the input terminal of the hard-wired wake-up module is at a low level. The drain of the PMOS transistor is connected to one end of the third resistor and one end of the fourth resistor, respectively. The other end of the third resistor is grounded. The other end of the fourth resistor is connected to the drain of the first NMOS transistor and the gate of the second NMOS transistor, respectively. The gate of the first NMOS transistor is connected to one end of the fifth resistor and one end of the sixth resistor, respectively. The other end of the sixth resistor, the source of the first NMOS transistor, and the source of the second NMOS transistor are all grounded. The other end of the fifth resistor serves as the enable terminal of the hard-wired wake-up module and is connected to the vehicle controller. The drain of the second NMOS transistor is connected to the first input terminal of the OR gate and one end of the seventh resistor, respectively. The other end of the seventh resistor is connected to the output terminal of the power module. The second input terminal of the OR gate is connected to the output terminal of the comparator unit. The first and second input terminals of the comparator unit are connected to the output terminals of the battery pack and the power module, respectively. The output terminal of the OR gate serves as the output terminal of the hard-wired wake-up module and is connected to the reset terminal of the latch. When the total voltage of the battery pack is greater than the discharge cutoff voltage threshold, the comparator unit outputs a low level.

7. The battery management system according to claim 6, characterized in that, The comparison unit includes: a comparator, an eighth resistor, a ninth resistor, a tenth resistor, and an eleventh resistor; The inverting input terminal of the comparator is connected to one end of the eighth resistor and one end of the ninth resistor, respectively. The other end of the eighth resistor is connected to the battery pack, and the other end of the ninth resistor is grounded. The non-inverting input terminal of the comparator is connected to one end of the tenth resistor and one end of the eleventh resistor, the other end of the tenth resistor is connected to the output terminal of the power module, and the other end of the eleventh resistor is grounded; wherein, the voltage at the non-inverting input terminal of the comparator is equal to the discharge cutoff voltage threshold.

8. The battery management system according to claim 6, characterized in that, The hard-wire wake-up module also includes an adhesion diagnostic unit, which is connected to the drain of the PMOS transistor. When the door handle switch is not triggered and the adhesion diagnosis unit detects that the drain of the PMOS transistor is at a high level, it determines that the PMOS transistor has an adhesion fault.

9. The battery management system according to claim 1, characterized in that, The acquisition module includes an analog front-end chip and a functional module. The analog front-end chip is connected to the functional module, the enable terminal of the switch drive module, and the vehicle controller, respectively. The functional modules include: a single-unit voltage detection unit, a module temperature detection unit, a balance control unit, a current detection unit, a total pressure detection unit, an interlock detection unit, a shunt temperature detection unit, a balance temperature detection unit, and a gas pressure detection unit; The battery pack status data collected by the acquisition module includes: individual cell voltage signal, module temperature signal, total battery pack voltage signal, current signal, interlock signal, and air pressure signal; When all signals in the battery pack status data are normal, the analog front-end chip sends a valid drive enable signal to the switch drive module. When any signal in the battery pack status data is abnormal, the analog front-end chip sends an invalid drive enable signal to the switch driver module, so that the switch driver module controls the switch transistor to turn off.

10. A vehicle, characterized in that, The vehicle includes: a battery pack, a vehicle controller, an external module, and a battery management system as described in any one of claims 1-9, wherein the battery management system is connected to the battery pack, the vehicle controller, and the external module, respectively.

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